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AudiService Training

Audi A8 ’10 Power Transmission

Eight-speed Automatic Gearboxes 0BK and 0BLRear Axle Drives 0BF and 0BE – Sport Differential

All rights reserved. Technical

specifications subject to change

without notice.

Copyright

AUDI AG

I/VK-35

[email protected]

AUDI AG

D-85045 Ingolstadt

Technischer Stand 11/09

Printed in Germany

A10.5S00.61.20

Self-Study Programme 457

45

7

The world of Audi gearboxes

With the innovative new developments in the field of power trans-

mission, such as the multitronic gearbox and the dual-clutch gear-

box, Volkswagen and Audi have radically revised the requirements

profile for modern multistep automatic gearboxes.

In addition to better fuel economy, now a major issue in view of

the ongoing debate on CO2 emissions, both dynamics and respon-

siveness top the list of requirements for sporty premium vehicles.

These demands have already been satisfied with the launch of the

second-generation six-speed automatic gearboxes by ZF Getriebe

GmbH (refer to Self-Study Programme 385 covering the 0B6 gear-

box).

Vibration damping has been improved with the help of new torque

converters, giving better fuel economy and a more direct driving

feel. Thanks to neutral idle control, which reduces torque input

when the vehicle is stationary with the foot brake applied, and a

marked reduction in shift and reaction times, the user-friendly

automatic torque converters have evolved into modern, highly

efficient sport gearboxes.

"When developing the new automatic gearbox we did not focus on

the number of gears, but on markedly improved fuel economy and

enhanced performance."

Dr. Michael Paul,

Board Member with responsibility for Technology,

ZF Friedrichshafen AG

A detailed system analysis carried out by ZF Getriebe GmbH has

shown that the ever-growing list of customer wishes can no longer

be satisfied by further enhancement of the existing six-speed auto-

matic gearboxes. For this reason, a gearbox series based on an

entirely new gearbox concept has been developed for the new

Audi A8 ’10 in collaboration with ZF Getriebe GmbH.

The main focus of development was on:

• better fuel economy with reduced RPM and drag losses

• improved performance with shorter gear steps, multiple direct

shifts and a low power-to-weight ratio

• design flexibility in the interior through the use of a shift-by-wire

concept

These development efforts are reflected in the new eight-speed

automatic gearboxes 0BK and 0BL.

3

457_007

- 6 %

- 2 %

- 5 %

- 3 %

- 6 %

- 5 %1)

457_006

The higher fuel efficiency of the 8HP automatic gearbox genera-

tion is due to the following modifications:

• a wider ratio spread and more gears for better adaptation to

ideal engine operating points

• significantly reduced drag torque in the shift elements

(only two open shift elements per gear)

• use of a more efficient ATF pump (twin-stroke vane pump)

• improved torsion damping in the converter

Improving the fuel efficiency of ZF automatic gearboxes

Three-speed Four-speed Five-speed Second-genera-

tion six-speed

Eight-speedFirst-genera-

tion six-speed

Another potentially effective way of improving fuel efficiency is to

eliminate idling fuel consumption in the internal combustion

engine while the vehicle is at a standstill. This has a very positive

impact in city traffic.

To exploit this potential, the 3.0 V6 TDI uses the start-stop

function in combination with an automatic gearbox for the first

time. Other applications are currently being developed.

1) Potential fuel savings in start-stop mode as determined in

NEDC simulations (New European Driving Cycle)

4

Power transmission in the Audi A8 ’10New features at a glance __________________________________________________________________________________________________________________________ 6

shift-by-wire shift control systemIntroduction ________________________________________________________________________________________________________________________________________ 8

tiptronic function___________________________________________________________________________________________________________________________________ 8

Features of the shift control system _____________________________________________________________________________________________________________ 9

Operating concept_________________________________________________________________________________________________________________________________10

Shift schematic – function________________________________________________________________________________________________________________________11

Selector lever sensors control unit J587 ________________________________________________________________________________________________________12

Selector lever position sensor G727_____________________________________________________________________________________________________________12

Functions, networking and interfaces___________________________________________________________________________________________________________13

Gear knob/selector lever release button E681 _________________________________________________________________________________________________14

Selector lever position indicator unit Y26 ______________________________________________________________________________________________________14

Function diagram – selector lever E313_________________________________________________________________________________________________________15

Gearshift indicators _______________________________________________________________________________________________________________________________15

shift-by-wire functions/operation _______________________________________________________________________________________________________________16

Auto P function (automatic parking lock)_______________________________________________________________________________________________________16

Emergency release device for the parking lock _________________________________________________________________________________________________18

Eight-speed automatic gearbox 0BK/0BLIntroduction _______________________________________________________________________________________________________________________________________20

Specifications ______________________________________________________________________________________________________________________________________21

Special and common features at a glance ______________________________________________________________________________________________________22

Splined prop shaft_________________________________________________________________________________________________________________________________23

Centre differential_________________________________________________________________________________________________________________________________23

Torque converter __________________________________________________________________________________________________________________________________24

ATF supply/ATF pump_____________________________________________________________________________________________________________________________25

ATF (Automatic Transmission Fluid)_____________________________________________________________________________________________________________25

Planetary gearbox _________________________________________________________________________________________________________________________________26

Shift elements _____________________________________________________________________________________________________________________________________26

Brakes ______________________________________________________________________________________________________________________________________________27

Clutches ____________________________________________________________________________________________________________________________________________27

Shift schematic/shift matrix _____________________________________________________________________________________________________________________28

Description of gears – torque characteristic ____________________________________________________________________________________________________29

Sectional view of 0BK gearbox ___________________________________________________________________________________________________________________32

Oil system/lubrication/sealing of 0BK gearbox ________________________________________________________________________________________________34

Separate oil systems ______________________________________________________________________________________________________________________________34

Common oil system _______________________________________________________________________________________________________________________________35

Oil system/lubrication/sealing of 0BL gearbox ________________________________________________________________________________________________36

Gear oil system (common oil system) ___________________________________________________________________________________________________________36

Common oil system – gear oil circuit ____________________________________________________________________________________________________________37

Innovative Thermal Management (ITM) ________________________________________________________________________________________________________38

Gearbox heating/cooling – V8 FSI engine_______________________________________________________________________________________________________38

Gearbox heating/cooling – V8 TDI engine ______________________________________________________________________________________________________40

Mechatronics – electro-hydraulic control system ______________________________________________________________________________________________42

Mechatronics/automatic gearbox control unit J217___________________________________________________________________________________________43

Mechatronics – actuators _________________________________________________________________________________________________________________________44

Pressure regulating valves – solenoid valves ___________________________________________________________________________________________________44

Hydraulic interfaces _______________________________________________________________________________________________________________________________45

Monitoring of temperature in J217______________________________________________________________________________________________________________46

Mechatronics – sensors ___________________________________________________________________________________________________________________________47

Gearbox input speed sender G182_______________________________________________________________________________________________________________47

Gearbox output speed sender G195_____________________________________________________________________________________________________________47

Parking lock ________________________________________________________________________________________________________________________________________48

Parking lock – function____________________________________________________________________________________________________________________________48

Parking lock – limp-home functions _____________________________________________________________________________________________________________50

Parking lock sender G747 ________________________________________________________________________________________________________________________51

Contents

Functions – neutral idle __________________________________________________________________________________________________________________________ 52

Functions – gearbox adaption ___________________________________________________________________________________________________________________ 53

Functions – start-stop system ___________________________________________________________________________________________________________________ 54

Hydraulic Impulse Storage – HIS ________________________________________________________________________________________________________________ 54

Start-stop mode __________________________________________________________________________________________________________________________________ 56

Functions – navigation-based gear selection___________________________________________________________________________________________________ 58

Functions – displays/warnings___________________________________________________________________________________________________________________ 62

Functions – special feature of adaptive cruise control (ACC) mode__________________________________________________________________________ 63

Functions – encoding the automatic gearbox control unit J217 _____________________________________________________________________________ 63

Functions – adapting the gear indicator ________________________________________________________________________________________________________ 63

Functions – limp-home programs and substitute programs _________________________________________________________________________________ 63

Towing _____________________________________________________________________________________________________________________________________________ 63

Rear axle drive 0BC/0BF/0BEConventional rear axle drive/sport differential _______________________________________________________________________________________________ 64

Rear axle drive 0BE/sport differential __________________________________________________________________________________________________________ 65

Intelligent torque distribution __________________________________________________________________________________________________________________ 66

Self-Study Programmes relevant to the Audi A8 ’10__________________________________________________________________________________________ 67

• The Self-Study Programme teaches the basics of the design and function of new models, automotive

components or technologies.

It is not a Repair Manual. Figures given are for guidance purposes only and refer to the software version

valid at the time of preparation of the SSP.

For further information about maintenance and repair work, always refer to the current technical literature.

!Reference

Note

5

Eight-speed automatic gearboxes 0BK and 0BL belong to the category of conventional multistep torque converter automatic gearboxes.

They have many design and functional features in common with the six-speed automatic gearboxes described in Self-Study Programmes

283, 284 and 385.

These SSPs represent, as it were, the basis for SSP 457. Hence where the technology is identical, reference is made to SSPs 283, 284 and

385. It is, therefore, advisable to have all three booklets ready to hand.

457_102

6

Power transmission in the Audi A8 ’10

457_043

New features at a glance

The drive concept with set-back engine-gearbox layout was previ-

ously implemented in the Audi A8 ’03. The Audi A8 ’03 therefore

pioneered the concept of setting forward the centre of the front

axle, later improved in the B8 series. This new engine-gearbox

layout is now also the basis for the Audi A8 ’10.

The new eight-speed automatic gearboxes are without doubt one

of the highlights. They take the Audi A8 ’10 into a new dimension

in driving dynamics, comfort and efficiency.

In conjunction with the latest generation of the quattro all-wheel

drive system, these gearboxes provide a maximum in driving

dynamics. The Audi A8 ’10 will be available exclusively with

quattro drive at market launch and later.

To include a model optimised for fuel economy in this vehicle class,

a version with front-wheel drive is planned.Two newly developed automatic gearboxes:

Eight-speed automatic gearbox 0BK for all engine

versions except 4.2l TDI

Eight-speed automatic gearbox 0BL (for 4.2l TDI only) –

exclusively available with quattro drive

Other new features/special features:

– shift-by-wire shift control system

– with start-stop application

Depending on engine version, the following differen-

tials are used:

– Rear axle drive 0BC (all engines except 4.2l TDI)

– Rear axle drive 0BF, sport differential

(optional, all engines except 4.2l TDI)

– Rear axle drive 0BE, sport differential (available with

4.2l TDI only, standard)

New, higher-torque sport differential 0BE for 4.2l TDI

engine (standard); the sport differential 0BF is option-

ally available in combination with other engine versions

(refer to page 64).

Axle flange with new sealing and assembly

concept (as in the B8 series)

(refer to Self-Study Programme 409, page 30 ff.).

7

457_001

Set-forward axle gear (as in the B8 series)

(refer to Self-Study Programmes 392 and 409)

quattro with asymmetrical/dynamic torque split and intelligent

torque distribution

For information about the intelligent torque distribution system

(refer to page 66).

Splined prop shaft – weight has been significantly reduced by

eliminating the screw flange coupling (refer to page 23)

Reference

The drive concept of the Audi A8 ’10 is identical to that of the B8 series (Audi A4/A5) in several respects.

A large amount of information, to which reference is made in this booklet, has been previously published in Self-Study Pro-

grammes 392 and 409.

Other special features of the power transmission system in the Audi A5 were presented in the Audi iTV broadcast of

04.07.2007. The information relating to the axle configuration equally applies to the Audi A8 ’10 and represents a basic

knowledge of this subject.

8

Advantages of the "full" shift-by-wire concept

• new scope for configuring the shift control system, e.g. design,

size, positioning in vehicle and operating concept

• scope for new comfort and safety functions, e.g. automatic park-

ing lock engagement

• simplified assembly of the shift control system and gearbox, no

setting work required

• improved acoustics in the vehicle interior by separation of the

shift control system and gearbox1)

Introduction

An innovative feature is the new operating and gearshift actuation

concept called shift-by-wire. It is basically an electrical selector

control system and has been fully implemented in the Audi A8 ’10

for the first time to provide what could be called "full" shift-by-

wire. This means that:

• there is no mechanical connection between the selector lever

and the gearbox

• the system works by processing driver inputs and does not have a

mechanical fallback level

• the parking lock is electro-hydraulically actuated; a mechanical

emergency release device allows the parking lock to be released

in the event of a fault so that the vehicle can be moved (refer to

page 18)

2)

457_008

shift-by-wire shift control system

457_009

Powertrain CAN

Engine control unit J623

Gearbox sub-bus

Shift control system

(selector lever sensors

control unit J587 and

selector lever E313)

Data bus diagnostic interface

J533 (gateway)

Shift-by-wire is designed for maximum ease of use. Little force is

required to shift gear. Actuating forces and shift throws can be

configured almost individually.

1)A shift cable, which usually interconnects the gear-

box and the shift control mechanism, transmits

sound waves into the vehicle interior. Sound waves

can also pass through the shift cable bushing and

into the body relatively easily. The sound-insulat-

ing measures are in part highly complex and their

effectiveness depends on stree-free installation of

the shift cable.

Emergency release device for the parking lock

tiptronic function

The tiptronic gate is no longer required. The driver can change to

tiptronic mode and back to Auto mode using the M button in the

right steering wheel spoke. Otherwise, the tiptronic function is as

previously described (tiptronic in D or S). The system also changes

over from tiptronic mode to Auto mode when the selector lever is

moved back. Gearshifts can only be performed using the paddles

on the steering wheel.

2)Signal characteristic:

M button and tiptronic switch E438/439 > Multifunction steering wheel

control unit J443 >by LIN bus > Steering column electronics control unit

J527 > by convenience CAN > Data bus diagnostic interface J533 > by power-

train CAN > Gearbox control unit J217

M button for changing

over to tiptronic mode

(manual shifting)

tiptronic switch (+)

E438

9

Features of the shift control system

The new design and operating concept of the shift control system

are an innovation. The overview shows you the components, spe-

cial features and innovations in summary form.

457_010

Integrated selector lever position indicator unit

(gear) Y26.

It indicates the currently selected gear (not the

selector lever position).

Selector lever release button E681

(electrical switch), replaces the previ-

ously known mechanical locking and

release mechanism used for shifting in

and out of certain gears.

Intuitive operating logic, selector

returns automatically to centre position.

Short throw shifting for maximum ease

of use (max. travel 23 mm).

Selector lever travel is dependent on the

current gear, maximum 3 positions for-

wards and 3 back (refer to page 11).

Ergonomic selector lever in "yacht lever design"

with various applications in leather or wood.

The "yacht lever" serves as a comfortable

handrest and makes the MMI input unit easier

to operate (in the Audi A8 ’10 the MMI is

located in front of the shift controls).

Shift control without tiptronic selector gate,

tiptronic mode can be selected using the M

button in the right steering wheel spoke

(refer to page 8).

Separate control unit with integrated sensors

for selector lever movement and position

recognition.

The system communicates with the gearbox

control unit via the local CAN bus

(refer to page 13).

12-way plug-in connector from

selector lever control unit to

gear knob

Easy assembly of the shift control by means of centring pins on the housing.

If the shift control does not fit despite centring, the centring pins can be cut

off and the shift control aligned within the hole clearance.

Conductor strip

Shift mechanism with locking device

and 5 locking solenoids.

Movement of the selector lever

(forwards or back) is limited according to

gear by means of multiple locking

solenoids in lieu of a shift gate.

In addition, shift-locking is implemented

in the P and N positions by means of

locking solenoids (refer to page 11).

Selector gate cover/masking

panel, with flexible mounting

for self-centring with respect

to the console

10

Operating concept

The shift-by-wire shift control of the Audi A8 ’10 is not only a

visually striking feature, but is also an innovation in terms of its

operation and function.

The shift-by-wire concept has made possible a new shift control

design. Another new aspect is that the selector lever does not, as

previously, follow a shift gate depending on what gear is selected,

but always returns to its original position (normal position) in

much the same way as a joystick.

This means that the selector lever position and the gear or func-

tion mode do not match up like before.

For example: the gearbox is in the "Park" position (P), but the

selector lever is in its normal position.

To avoid confusion between the terms "selector lever position",

"gear" and "function mode", we call this normal position "X".

A logical operating concept was developed so that the shift con-

trol can be operated comfortably and intuitively.

From its normal position "X", the selector lever has three positions

forward and three positions back. The locking device applies

defined actuating forces and provides short, precise shift throws.

Five locking solenoids suppress illogical selector lever movements

and make for logical and intuitive operation.

For example: If the gearbox is in "Park", the selector lever cannot

be moved forward but can be moved up to 3 positions back, e. g.

when the driver wants to shift from P to D (1st step P > R, 2nd step

R > N, 3rd step N > D). This corresponds to the actuation logic of a

conventional shift control system.

457_011

X = normal position

Locking lever

Selector gate

Shift lock

1) The N lock is active approx. 1 second after "N" is

selected.

For the following gearshifts, the button must be pushed and/or

the foot brake applied:

P > button and foot brake

R > P button

N > D foot brake1)

D/S > N button

N > R button and foot brake1)

11

As before, the unlock button must be pushed and/or the foot

brake applied to shift out of certain gears, e.g. the button must be

pushed and the foot brake applied when shifting out of "P".

Shift schematic – function

As mentioned, the shift movements of the selector lever are

limited by 5 locking solenoids, resulting in logical and intuitive

operation for the driver.

The locking solenoids are activated by the selector lever sensors

control unit J587 in accordance with the selected gear.

457_012

457_013 457_014

Stop damping

Stop damper

Selector lever pivot

Stop damper

Direction of travel

M1 Selector lever lock solenoid 1 N496





M1 suppresses shift movements to A2 and A3

(only A1 is enabled)

M2 suppresses shift movements to B2 and B3

(only B1 is enabled)

M3 + M5 lock the selector lever in normal position X

(with P lock and N lock)

M4 suppresses shift movements to A3 and B3

(A1, A2 and B1, B2 are enabled)

M5 + M3 lock the selector lever in normal position X

(with P lock and N lock)Shift schematic

Possible shift movements forward 1)

Range of movement

max. 3 slots forwards

Normal position

Range of movement

max. 3 slots back

Selected gear

Selector lever position

Possible shift movements back 1) Mode changeover 2)

1) Gears can be selected either by repeatedly flicking the selector lever

slot by slot in the desired direction or directly by moving the selector

lever up to three slots (as per the previous operating logic).

2) The S gear can be selected from gear D. To change from D to S or from

S to D, select B1 (pull selector lever 1 notch back).

If the "dynamic" mode is selected with "Audi drive select", "S" is auto-

matically engaged.

12

The selector lever sensors control unit J587 forms a functional unit

together with the selector lever position sensor G727. This func-

tional unit is responsible for detecting driver inputs, evaluating

signals and communicating with the gearbox control unit J217,

and for all control and diagnostic functions of the shift control sys-

tem.

Characteristics and special features at a glance:

• Address word 81

• Data protocol UDS

• Separate CAN connection to gearbox control unit

• Independent event logger (max. 8 entries)

• 24 measured values are available for diagnostics

• Actuator test (in self-diagnostics mode only)

• the control unit can be replaced separately

• no programming/encoding needed

• updatable with the vehicle diagnostic tester

The selector lever sensors control unit J587 has the following

tasks:

• To determine the shift movements and position of the selector

lever (together with G727) and relay the sensor signal to the

gearbox control unit

• To select and activate the 5 locking solenoids for the P/N lock

and for shift throw limitation according to the gear signalled

back by the gearbox control unit

• To communicate with the gearbox control unit via a separate

CAN bus

• To process the signal from the selector lever release button

E681 and relay this information to the gearbox control unit

• To activate the display unit Y26 according to the gear signalled

back by the gearbox control unit

457_015

Selector lever sensors control unit J587

When installing the control unit, the gate of sender G727

must be positioned in relation to the arrow as shown.

The sender segment should always be pushed to the stop

by the force of the spring. For positioning, the sender

segment must be fixed in place from the other side using

a fitting pin (Ø 3 mm), see Fig. 457_016.

Gate

Sender segment


sensor G727

Selector lever sensors control unit J587

Sender segment

Selector lever position sensor G727

The selector lever position sensor G727 records the movements or

positions of the selector lever (A3-A2-A1-X-B1-B2-B3).

Selector lever control unit J587 signals the selector lever position

to the gearbox control unit J217.

Gearbox control unit J217 uses this information to determine the

gear (P, R, N, D or S) and signals the active gear and information

for activating the P/N lock back to the selector lever control unit.

Locking solenoids N496 to N500 and the display unit Y26 are acti-

vated based on this feedback.

The speed signal and the brake signal which are required to gener-

ate the P/N lock signal are processed by the gearbox control unit.

10-pin connector to vehicle

electrical system

22-pin connector to gear

knob and locking solenoids

13

Functions, networking and interfaces

Information to gearbox control unit J217:

– Selector lever positions A3-A2-A1-X-B1-B2-B3

– Operating condition of selector lever release button E681

– Status of selector lever lock

– Status of event logger

457_017

457_016

Data bus diagnostic interface J533

Po

we

rtra

in C

AN

Fle

xR

ay

Co

nv

en

ien

ce C

AN

Other bus users

Engine control

unit J623

Sub-bus-

Gearbox

Gearbox control

unit J217

Selector lever

sensors control

unit J587

Information from automatic gearbox control unit J217:

– Information – gear (P, R, N, D, S)

The automatic gearbox control unit J217 determines the gears based on the "selector lever position information".

The selector lever sensors control unit J587 uses this information to activate the locking solenoids and display unit Y26

– Information – activation and enabling of selector lever lock (P/N lock)

The automatic gearbox control unit J217 decides whether to enable the selector lever lock or not based on the information "foot brake

applied", the speed signal and "button E681 pushed".

The automatic gearbox control unit J217 has a simple gateway function. The diagnostic services of the selector lever sensors control unit

J587 are selected directly using address word 81, but communications are handled as a background task by the automatic gearbox con-

trol unit J217.

Installing the selector lever sensors control unit J587

Locking lever

Driver

Selector lever sensors control unit J587,

view from right

(shown without the electronics for presen-

tation purposes)

The sender segment is moved into

position relative to the locking

lever driver using the fitting pin

Fitting pin

14

Both switches are monitored by the self-diagnostics. If a switch is

faulty, a fault will be indicated. However, the selector lever can

still be actuated as long as a switch is still working.

Selector lever position indicator unit Y26

The display unit is integrated into the gear knob and indicates the

current gear. To give the driver better information, the gear indica-

tor (function lighting) stays on for approx. 10 s after turning the

ignition off. The locating light (see below) is switched by the

onboard power supply control unit J519.

To protect the electronics of the shift control mechanism and the

gear knob against excess voltage due to electrostatic discharge,

electrostatic discharges caused by the driver are diverted to the

selector lever control unit via a separate ground connection (refer

to terminal 31ESD in function diagram).

To remove the gear knob, unclip the upper part of the knob and

undo the fastening screw.

Care should be taken during installation to ensure that the mask-

ing panel is not damaged. Make sure that the masking panel is cor-

rectly aligned.

Button E681 is used for unlocking the selector lever. The selector

lever is now unlocked electrically, and not mechanically.

To improve reliability, the button is configured as a circuit with two

microswitches.

457_018

457_019

Note

If the upper part of the gear knob is not or incorrectly inserted, all locking solenoids will be deactivated. As a result, all

selector lever positions can be selected. A diagnostic trouble code is stored in the fault memory and a warning is displayed

in the dash panel insert.!

Gear knob/selector lever release button E681


indicator unit Y26 with

selector lever release

button E681

Gear knob upper part

Selector lever release

button E681

High-power diodes com-

bined with a fibre optic

cable provide excellent

backlighting of the display

icons

Gear knob fastening

screw

Gear knob lower partFunction diagram (cut-out)

12-way plug-in connec-

tor to display unit with

button (Y26 and E681)

Conductive

foil

Legend of wiring diagram

58st Locating light with defined dimming, all LEDs

in Y26 are activated with low luminosity (so

that the selector lever can also be easily

located in the dark (without term. 15 and/or

term. 58d))

58d Dimming of the LEDs for the function light-

ing (P, R, N, D/S). Information on dimming

level is sent by data bus to the selector lever

control unit, which in turn drives the display

unit accordingly.

31ESD Ground connection for diverting electrostatic

discharges

ESD Electrostatic Discharge

15

Function diagram – selector lever E313

457_020

457_079

Term. 31

Term. 58st (from onboard power supply control unit J519)

Term. 15

Term. 30

Gearbox sub-bus highGearbox sub-bus low

E681 Selector lever release button

G727 Selector lever position sensor

J587 Selector lever sensor system control unit

N496 Selector lever lock solenoid 1





Y26 Selector lever position indicator unit (gear)

Conductive foil

Gear shift indicators

Altogether, three displays inform the driver of the gears and, if adapted in the gear-

box control unit, the actual gear position.

1. Display in gear knob (Y26)

2. Continuous display in dash panel insert (bottom centre)

3. Pop-up window in dash panel insert (centre)

Displays in the dash panel insert

Pop-up display of shift schematic for 5 s when the

selector lever or the unlock button is operated

Info that Auto mode can be restored by pulling back on

the selector lever (or by pushing the M button on the

steering wheel)

M = manual shifting (tiptronic mode)

Gear indication in "D" can be activated or deactivated

using the adaption function of the vehicle diagnostic

tester (refer to page 63).

In Manual mode "M" (tiptronic mode) the actual gear

position is always displayed.

16

Possible ways of putting the gearbox into neutral:

1. Select position "N" with the shift control when the engine is run-

ning. Please note there are certain differences between vehicles

with and without advanced key system (refer to functional sche-

matics of "Auto P function").

– Active selection of position "N" is intended for briefly pushing

the vehicle because gear "N" is only available for a limited time.

This can, for example, be used for going through a car wash or

for pushing the vehicle inside a workshop or garage.

– When position "N" is actively selected, the gearbox control

unit and the selector lever control unit remain active (without

term. 15) and hold "N" for up to 30 minutes while the vehicle is

stationary1).

2. Engage position "N" using the emergency release device.

– If position "N" is to be engaged…

… for a lengthy period of time, …

… continuously, …

… when the engine is not running …

… or if the electro-hydraulic

parking lock mechanism fails, the emergency release device

must be operated.

This is the case, for example, if the vehicle needs to be towed or

parked in neutral.

Auto P function (automatic parking lock)

The parking lock in the new Audi A8 ’10 is actuated electro-hydrau-

lically. This design allows the parking lock to be operated automat-

ically for enhanced ease of use.

A description of how the parking lock works is given on page 48.

It is recommended that you read the description of how the park-

ing lock works in order to gain a better understanding of the Auto

P function.

The Auto P function engages the parking lock automatically, i.e.

without the driver's intervention, when the engine is turned off

(either using the ignition key or the START ENGINE STOP button).

The parking lock is engaged automatically when …

• the vehicle is stationary (speed < 1 kph),

• gear D, S, or R is active,

• and the engine is turned off (Term. 15 off (0)).

To put the gearbox into neutral, move the selector lever into "N"

when the engine is running or operate the emergency release

device for the parking lock.

457_022

457_021

shift-by-wire functions/operation

Functional schematic/Auto P function

Turn off engine in the current gear (D/S/

M or R)

v signal = 0 kph

Term. 15 = 0

Term. S = 1 or 0

Engine running,

select N,

turn off engine,

leave key in ignition

v signal = 0 kph

Term. 15 = 0

Term. S = 1

Functional schematic/active selection of gear "N"

in vehicles without advanced key Driver information in the

dash panel insert:

"Vehicle may roll.

Selector lever not in P"

+ continuous tone

If the ignition key is removed,

the parking lock will engage

Term. S = 0

Open driver door

1) The gearbox engages the parking lock automatically if the vehicle is stationary (v

= < 1 kph) for more than approx. 30 minutes.

If a speed signal is detected (v = > 1 kph), the time is extended accordingly until

either a standstill time of at least 5 minutes expires or the vehicle battery goes

flat.

The holding phase in "N" draws an electrical current of approx. 800 mA due in

order to power the gearbox control unit, the selector lever control unit and the

parking lock. A lengthy holding phase in position "N" will cause the battery to

discharge. To avoid this, the emergency release device for the parking lock

should be operated before a lengthy holding phase in "N" (refer to page 18).

The following driver information will be displayed

in the dash panel insert after 29 minutes:

"Time limit exceeded! Shifting to P. Start engine

for N" + continuous tone

If this warning is ignored, the parking lock will

engage after 30 minutes1).

T

17

Functional schematic/active selection of gear "N"

in vehicles with advanced key

The ignition lock will be deleted in vehicles with advanced key in Q3

2010. This will result in some changes with regard to the Auto P

function.

Important information

Information for vehicles without advanced key and vehicles with advanced key until Q3 20102).

When using automated conveyor-type car wash systems, the neutral position must be selected and the ignition key left

inserted in the ignition lock so that the gearbox stays in neutral.

To tow the vehicle or after leaving the gearbox in neutral for lengthy periods of time, the emergency release device for the

parking lock must be operated.

Do not forget to protect vehicle against unintentional rolling away (using the parking brake, wheel chocks etc.) if you have

selected position "N" or if the emergency release device for the parking lock has been operated.

!

457_023

2)Locking the vehicle

engages the parking

lock

1)Opening the driver's

door engages the park-

ing lock (at term. S = 0)

1)Removing the ignition

key engages the parking

lock (term. S = 0)

Engine running,

select position N,

turn off engine,

insert ignition key into ignition

lock1), see text on right

v signal = 0 kph

Term. 15 = 0

Term. S1)= 1

1) To keep the gearbox in neutral in vehicles

with advanced key, the key must be

inserted into the ignition lock (before

opening the driver's door).

Open driver's door

T

Description of maximum duration of

30 minutes1) see Fig. 457_022, page 16.

Driver information in the dash

panel insert: "Vehicle may roll.

Selector lever not in P"

+ continuous tone

The following driver information is dis-

played in the dash panel insert after 29

minutes:

"Time limit exceeded! Shifting to P. Start

engine for N" + continuous tone

If this warning is ignored, the parking

lock will engage after 30 minutes.

Legend

Term. 15 Voltage at "ignition on" (1)

Term. S Indicates whether ignition key is in ignition

lock (1) or not (0)

v signal Speed signal

(from automatic gearbox)

T Duration in neutral position

Driver action/other conditions

Action in gearbox

Display in dash panel insert

1)Vehicles with advanced key until Q3 20102)Vehicles with advanced key from Q3 2010

A new advanced key system will be introduced. The new

advanced key system does not have an ignition lock.

18

During normal operation the parking lock is actuated / unlocked

electro-hydraulically. As described on page 16, the engine must be

running to release the parking lock and a sufficient supply of

power is required to hold the gearbox in neutral (N holding phase).

In addition, the so-called N holding phase is limited in duration.

For these reasons, full implementation of the shift-by-wire system

(without selector lever cable) requires an emergency release device

for the parking lock. This is the only way to move the vehicle in cer-

tain situations.

457_025

457_026

Emergency release device for the parking lock

The emergency release device serves to temporarily release the

parking lock and must be actuated in the following situations:

• for towing the vehicle,

• if the parking lock cannot be released electro-hydraulically due

to a malfunction,

• to manoeuvre or move the vehicle if there is not enough battery

power to start the engine,

• to manoeuvre or move the vehicle when the engine is not run-

ning (e.g. in the workshop)

• after assembly work on components of the emergency release

device, the emergency release device must be checked (see

information on right-hand side).

Cover

Emergency release lever –

upper part (two-piece),

shown in blue

Band

Gearshift lever for

emergency release

of the parking lockReleasing the parking lock

1.Remove the cover using the tool kit. Pull out the emer-

gency release lever with the band until it engages and

locks in the upright position.

Cable pull 1

Quick-release coupling

To simplify installation, the emergency release

cable comprises two parts connected by a

quick-release coupling. When removing and

installing the gearbox, the emergency release

cable need only be disconnected or connected

here.

The cable pull does not have to be adjusted.

2.The emergency release lever is comprised of two

parts. The upper part has to be folded down so

that the lever cannot be unintentionally actuated

with the feet.

The cover is designed so that it cannot be installed

in this condition and should be set aside.

For detailed information on the parking lock, refer to page 16

(Auto P function) and page 48 (Parking lock).

Isolating element

The quick-release coupling and the mounting

of the emergency release device for the park-

ing lock are attached using special isolating

elements. This helps to minimise structure-

borne sound transmission.

19

When the emergency release device for the parking lock is oper-

ated, the warning lamp and gear indicator "N" light up in the dash

panel insert. The driver warning "Vehicle may roll!!

Cannot shift to P. Please apply parking brake."

Note

Do not forget to protect vehicle against unintentional rolling away (using the parking brake, wheel chocks etc.) if you have

selected gear "N" or if the emergency release device for the parking lock has been operated.

After removing and installing the gearbox or after assembly work on components of the emergency release device, a

functional check should be carried out as described in the Workshop Manual.

!

X

X

457_024 457_027

Warning lamp

Gearshift lever for emergency

release of the parking lock

Reduction of structure-borne sound transmission

A special feature is the connection between the emergency release

cable and the gearshift lever. A rigid rod and a conical nipple are

fitted on the end of the emergency release cable. The rod is guided

virtually backlash free and contactlessly by the gearshift lever. The

rod and the gearshift lever do not come into contact unless the

emergency release device is operated. This largely eliminates

transmission of structure-borne sound from the gearbox to the

cable pull (i.e. vehicle interior).

Contactless emergency release

cable connection

X = circumferential clearance (play)

(in non-actuated state only)

The illustration shows the emergency

release device in a left-hand-drive model. In

a right-hand-drive model, the emergency

release control is located on the right-hand

side.

Emergency release cable

Cable pull 2

Release lever

Releasing the parking lock

The release lever (shown in green) unlocks the emer-

gency release lever so that the parking lock can again

be engaged. This is done by pushing the release lever

against the emergency release lever and moving the

lever back into its normal position. The cover is

designed so that it can only be fitted if the emergency

release lever is folded down.

20

Introduction

The 0BK gearbox and the 0BL gearbox are the first representatives

of the latest eight-speed multistep automatic gearbox generation.

Common features are:

• differential in front of the torque converter

• the 8 forward gears and reverse are implemented using 4 plane-

tary gearsets and 5 shift elements

• minimised drag losses because three shift elements are closed in

every gear

• mechatronics for "shift-by-wire" system with electro-hydraulic

parking lock

• 8 gears with a ratio spread of 7 allow short gear shifts, a power-

ful starting ratio and high speed at low engine RPM

• ATF oil supply by means of a chain driven vane pump

• lubrication of the transfer case by the oil pump

• the gearbox shifts into neutral when the vehicle is stationary and

the engine is idling (neutral idle)

457_004

Dimensions compared

Eight-speed automatic gearbox 0BK/0BL

0BK gearbox

0BL gearbox

0BL gearbox

0BK gearbox

Dimensions in mm (rounded)

21

457_002

457_003

Specifications

0BK gearbox 0BL gearbox

Developer/manufac-

turer

ZF Getriebe GmbH Saarbrücken

Service designation 0BK 0BL

ZF designation 8HP-55AF 8HP-90AF

Audi designation AL551-8Q AL951-8Q

Gearbox type electro-hydraulically controlled 8-speed planetary gearbox with a hydrodynamic torque

converter and slip-controlled converter lockup clutch

Control • Mechatronics (integration of the hydraulic control unit and the electronic control sys-

tem unit)

• Dynamic shift program with separate sport program "S" and "tiptronic" shift program

for manual gear shifting

• shift-by-wire shift control system with electro-hydraulic parking lock function

Engine type • Longitudinally-mounted gearbox and all-wheel drive

• Final drive/front axle in front of torque converter

Power distribution Self-locking centre differential with asymmetrical/dynamic

torque split

Weight including oil 141 kg – 146 kg1)

Gear ratio 1st gear: 4.71; 2nd gear: 3.14; 3rd gear: 2.11; 4th gear: 1.67; 5th gear: 1.29; 6th gear:

1.00; 7th gear: 0.84; 8th gear: 0.67; Reverse: 3.32

Ratio spread 7.03 7.03

Max. torque 700 Nm1) 1000 Nm1)

1) depending on engine version

Seen from the exterior, there is hardly any difference between the

0BK and 0BL gearboxes. Because the 0BL gearbox is rated for a

maximum torque of 1000 Nm, most components of the

0BL gearbox are accordingly larger in size.

This also applies to the exterior dimensions of the gearbox, as

illustrated in Fig. 457_004 on page 20.

22

The illustrations show the 0BK gearbox

Special features and common features at a glance

Connector to vehicle electrical system Gearshift lever for emergency

release of the parking lock

Primary driveATF cooler (heat exchanger)

mounted on gearbox

The rating plate is located below the

flange shaft (visible from below)

Gearbox output shaft

with stub shaft spline

Splined prop shaft Spring sleeve

Transfer case oil pump

(refer to page 37)

Slot

Centre differential

Clamp

The joint is an integral part of the prop shaft and can-

not be replaced separately. The rubber sleeve can be

replaced using a special tool.

23

457_066

Torque converter

Transfer plate

Chain drive for laterally

positioned ATF pump

(twin stroke vane pump)

Engine and gearbox are connected

together by aluminium screws

(refer to SSP 385, page 31)

Oil drain port for double shaft

seal between planetary gearbox

and transfer case

The front axle differential has been notice-

ably set forward, thus reducing the dis-

tance between the gearbox flange and the

centre of the flange shaft to 43 mm from

61 mm.

The crown wheel is welded together with

the differential.

a biplanar angled

side shaft

ATF filler and level

checking screw

Sealed housing tube for the side shaft

(the differences between 0BK and 0BL

gearbox are discussed in "Oil system")

Splined prop shaft

For the first time, an innovative, new prop shaft coupling is used.

The prop shaft mated to the gearbox output shaft and locked into

a slot by means of a spring sleeve. The connection is secured axi-

ally by the clamping force exerted by the clamp. The new connec-

tion system provides a weight saving of 0.6 kg. The new

connection system will be phased in for all gearboxes in the course

of further development.

Centre differential

The self-locking centre differential with asymmetrical/dynamic

torque split used in the 0BK/0BL gearbox. It is similar in terms of

its design and function to the centre differential in the 0B2 and

0B5 gearboxes (refer to SSP 429, page 22 ff.).

The intelligent torque distribution (refer to page 66) is an innova-

tion.

Front axle spur pinion – the drive gear has a special tooth geometry which allows the

shaft to rotate at an angle in two planes (beveloid gearing)

24

The torque converters of the 0BK and 0BL gearboxes are config-

ured as so-called "three line converters". This means that the tur-

bine chamber is supplied by two lines and the lockup clutch is

activated by a separate line (third line). The lockup clutch closes

and opens independently of and separately from the turbine cham-

ber.

This design offers advantages in terms of controlling the lockup

clutch.

The pressure of the lockup clutch is controlled by the pressure reg-

ulating valve 6 N371 (refer to page 43) and the associated hydrau-

lic control valves.

Torque converter

The parameters (e.g. dimensions and torque conversion factor) of

the torque converter and the lockup clutch are adapted for each

engine. To effectively dampen the torsional vibration of the

engine, various torsion damper systems are used depending on

engine version. Use is made of turbine torsion dampers (on all

engines except the 3.0 V6 TDI) and dual-damper converters (3.0l

V6 TDI engine only).

For further information on the torque converters, refer to SSP 283

and 385.

457_029

Piston, brake BDrive hub for ATF pump with spline

and chain sprocket

The illustration shows a dual-damper converter.

Stator shaft

Torque converter centring

shaft – when installing the

gearbox make sure that the

torque converter centring

shaft mates exactly with the

crankshaft.

Spline for drive hub – ATF

pump

ATF pump – twin-stroke

vane pump

Gear chainSun gear shaft S1/S2

Brake A

Effective damping systems and precision lockup clutch control

allow a further minimisation of torque converter slip from first

gear upwards. Furthermore, a direct and dynamic driving feel is

achieved without any adverse acoustic effects.

The neutral idle control also minimises converter loss torque when

the engine is idling and the vehicle is stationary (also refer to page

52).

These modifications give a significant improvement in fuel econ-

omy compared to the previous six-speed gearboxes.

25

ATF supply/ATF pump

One of the key components of an automatic gearbox is the ATF

pump.

No gearbox can function without a sufficient supply of oil.

Special features are the lateral, axle-parallel configuration and the

chain drive. The different ratios of the chain drive allow the deliv-

ery rate of the pump to be adapted to meet various requirements.

The ATF pump is a highly efficient twin-stroke vane pump. It also

makes a contribution to improving fuel economy.

The ATF pump takes in the ATF through a filter and conveys pressu-

rised oil to the system pressure valve in the hydraulic unit. Here

the system pressure is adjusted to the level required for operation

of the gearbox. Excess oil is returned to the ATF pump through the

intake duct, which provides ideal conditions of flow. The energy

liberated in this way is utilised to charge the intake side. In addi-

tion to increased efficiency, noise emission is reduced by avoiding

cavitation.

457_030

System pressure

valve

System pressure – to

hydraulic valves

System pressure – to

converter pressure

valve

Control pressure from pres-

sure regulating valve 7 N443

ATF suction filterATF pan

Recirculation of excess

oil

to ATF pump

Sleeve with duct for direct, flow-

optimised recirculation to the ATF

pump

System pressure valve

from ATF suction filter

ATF (Automatic Transmission Fluid)

The ATF is a "hightech product". The special requirements with

respect to shift quality, functional reliability and freedom from

maintenance (lifetime service) mean that the ATF needs to satisfy

very exacting standards. The ATF has a major impact on the fric-

tion in the clutches and brakes. This is why the ATF is codeveloped

during the design and testing phases.

Always make sure that the correct ATF is used and pay attention

to cleanliness and grade purity.

The ATF pump is installed in the gearbox as an assembly, the so-

called "oil supply". The assembly includes the following compo-

nents:

• Pump housing

• ATF pump drive hub

• ATF pump chain drive

• ATF pump

• Housing of brake A

• Brake A

• Piston and piston chambers of brake B

• Stator shaft (fixed)

A new feature is that power is transmitted from the torque con-

verter housing to the ATF pump drive hub through a spline. Again,

care must be taken to ensure that the converter and the drive hub

are correctly mated when installing the converter.

Important: when installing the converter, pay attention to fit-

ting dimensions.

26

Planetary gearbox

The 8 forward gears and the reverse gear are produced by a combi-

nation of four simple single-carrier planetary gearsets. The front

two gearsets share a common sun gear. Power is output always

through the planetary carrier of the fourth gearset.

E

C

D

RS1

RS2

RS3

PT1

PT3

Shift elements

Only 5 shift elements are used to shift 8

gears.

2 multidisc brakes – A and B

3 multi-plate clutches – C, D and E

The shift elements, clutches or brakes close

hydraulically. Oil pressure compresses the

clutch plate assembly and engages the

clutch.

When the oil pressure drops, the diaphragm

spring abutting the piston pushes the piston

back into its original position.

The shift elements allow gearshifts to be exe-

cuted under load and without any interrup-

tion in tractive power flow.

Multi-plate clutches C, D and E transfer

engine power to the planetary gearbox. Multi-

disc brakes A and B multiply the torque at the

gearcase.

When each individual gear is engaged, three

shift elements are closed and two shift ele-

ments are open (see shift matrix on page 28).

This constellation has a very positive effect on

gearbox efficiency since each open shift ele-

ment produces a certain amount of drag

torque during operation.

Brake A Brake B

Resetting spring

(diaphragm

spring), brake A

Clutch E

Pressure compensation

chamber

Baffle plate

Pressure chamber

Piston

ATF pump

Resetting spring (diaphragm spring)

27

457_032

RS4

B1

Clutch D

Piston, brake B

Clutch C

B2

Brakes

Brake B has a special design. The piston of brake B does not have a

resetting spring. This task is performed by a second piston cham-

ber (piston chamber B2).

Brake B has a piston chamber (cylinder) on both sides (piston

chamber B1 and piston chamber B2).

Piston chamber B1 is for closing the brake and piston chamber B2

functions as a resetting spring (opening the brake). When brake B

is vented, a certain amount of oil pressure is retained inside piston

chamber B2 in order to push the piston back into its rest position.

Brake B is operated with slip in neutral idle mode (refer to page

52). Brake B is specially rated for continuous duty in neutral idle

mode. It is also cooled in a controlled fashion when activated by

the hydraulic unit.

Brake A is fitted with a resetting spring.

Legend of planetary gearbox

RS1 (2, 3, 4) Planetary gearset 1 (2, 3, 4)

PT1 (2, 3, 4) Planet carrier 1 (2, 3, 4)

S1 (2, 3, 4) Sun gear of planetary gearset 1 (2, 3, 4)

P1 (2, 3, 4) Planetary gears of planetary gearset 1 (2, 3, 4)

H1 (2, 3, 4) Ring gear of planetary gearset 1 (2, 3, 4)

Clutches

Clutches E, C and D are dynamically pressure-equalised. This

means that the clutch piston is swept by oil on both sides in order

to avoid any speed-related increase in pressure in the clutch.

This pressure-equalising effect is achieved by using a second pis-

ton chamber - the pressure equalisation chamber. In the case of

clutch D, the pressure equalisation chamber is created by means of

a baffle plate. In the case of clutches C and E, the clutch plate

carrier acts as a barrier. Oil is pressurelessly supplied to the

pressure equalisation chamber through lubrication ducts.

Advantages of dynamic pressure equalisation are:

• reliable opening and closing of the clutch at all engine speeds

• greater ease of shifting

Planet carrier PT4 also acts as the gearbox

output shaft, the parking lock gear and the

encoder wheel for the gearbox output speed

sender G195

To illustrate the shift elements and the planetary gearsets more clearly,

several parts are not shown (e.g. the outer plate carriers of the shift

elements).

Reference

The function of the shift elements and the dynamic pressure equalisation system is described in detail in SSP 283 and

SSP 367.

28

In the case of gearshifts which are not (or cannot be) performed

directly (e.g. 7 > 3), the longer gear shifts (direct shift) always take

priority over the individual downshifts (see examples).

Shift schematic/shift matrix

All gearshifts from 1 > 8 and from 8 > 1 are so-called "overlap

shifts", i.e. during a gearshift one clutch must remain capable of

transmitting torque at reduced main pressure until the other

clutch is ready to accept the torque (refer to SSP 283, page 52).

457_053

457_054

Shift schematic

(possible direct shifts)

Notes on the examples:

the shift schematic shows the technically possible shifts.

yellow 6 gear change (direct shift)

red 4 gear change (direct shift)

blue 3 gear change (direct shift)

green 2 gear change (direct shift)

In examples 1 and 2, the variations currently not in use

are highlighted in grey.

Example 1: gear shift from 8 > 2: Example 2: gear shift from 7 > 3: Example 3: gear shift from 6 > 3:

Brake closed

Clutch closedShift matrixShift elements/pressure regulating valves/solenoid valves

EPC-AN215

EPC-BN216

EPC-CN217

EPC-DN218

EPC-EN233

SV-PosN510

EPC-SysN443

EPC-LCN371

Parking lock

Neutral

Reverse gear

1st gear

2nd gear

3rd gear

4th gear

5th gear

6th gear

7th gear

8th gear

Pressure regulating valves/solenoid valve

1 active

0 not active (a low basic control current

is always present)

X active – control current is dependent

on operating state

1) apart from a small amount of residual torque,

brake B is open in neutral idle mode (refer to

page 52).

EPC electric pressure control valve

(pressure regulating valve)

SV solenoid valve

For further information, refer to

"Mechatronics" on page 42.

Legend of planetary gearbox – description of gears/torque characteristic (see also figure on page 26)

RS1 (2, 3, 4) Planetary gearset 1 (2, 3, 4)

PT1 (2, 3, 4) Planetary carrier 1 (2, 3, 4)

S1 (2, 3, 4) Sun gear of planetary gearset 1 (2, 3, 4)

P1 (2, 3, 4) Planetary gears of planetary gearset 1 (2, 3, 4)

H1 (2, 3, 4) Ring gear of planetary gearset 1 (2, 3, 4)

Reference

For further explanatory notes on the schematic of the planetary gearbox and the torque characteristic, refer to

Self-Study Programme 283, page 55.

29

457_044

457_045

457_046

Torque characteristic/power flow

Stationary parts (blocked by foot brake)

Co-rotating parts not contributing to

power flow

Planetary gearset in blocking mode or

blocked

Description of gears – torque characteristic

Power flow in 1st gear – activated shift elements: A, B, C

Turbine shaft > clutch C > S4 > P4 > PT4 (> output shaft > transfer case …)

2nd gear

i = 3.14

Power flow in 2nd gear – activated shift elements: A, B, E

Turbine shaft > PT2 > P2 > H2 > clutch E > S4 > P4 > PT4 (> output shaft > transfer case …)

3rd gear

i = 2.11

Power flow in 3rd gear – activated shift elements: B, E, C

1. Turbine shaft > clutch C > S4 > P4 > PT4 (> output shaft > transfer case …)

2. Clutch C > clutch E > H2 > P2 (RS2 blocks power transmission, because H2 and PT2 are connected through clutches C

and E)

3. Turbine shaft > PT2 > S2 (PT2 in blocking mode) > S1 > P1 > PT1 > H4

The connection between PT1 and H4 produces a corresponding ratio in RS4 (compare to power flow in first gear)

1st gear

i = 4.71

30

457_047

457_048

457_049

Power flow in 4th gear – activated shift elements: B, E, D

1. Clutch E blocks power transmission in RS3, and clutch D and the blocking mode of RS3 block power trans-

mission in RS4 (gearsets 3 and 4 rotate at the same speed = output speed)

2. Turbine shaft > PT2 > P2 > S2/S1 > P1 > PT1 > H4 > P4 > PT4 (= output shaft > transfer case …)

4th gear

i = 1.67

Power flow in 5th gear – activated shift elements: B, C, D

1. Turbine shaft > clutch C > S4 + H3 (PT2, H2 and S4 = turbine speed)

2. Clutch D connects PT3 to PT4 (= output shaft)

3. Turbine shaft > PT2 > P2 > S2/S1 > P1 > PT1 > H4 > results in a speed ratio between S4 (=turbine speed) and H4 with corre-

sponding speed at PT4 (= output shaft > transfer case …)

5th gear

i = 1.29

Power flow in 6th gear – activated shift elements: C, D, E

Clutches E and D block power transmission in RS3 and RS4.

Torque is transmitted to the planetary gearbox through clutch C.

The complete planetary gearbox rotates at turbine speed (blocking mode).

6th gear

i = 1.00

31

457_050

457_051

457_052

Torque characteristic/power flow

Stationary parts (blocked by brake(s))

Co-rotating parts not contributing to

power flow

Planetary gearset in blocking mode or

blocked

Power flow in 7th gear – activated shift elements: A, C, D

1. Turbine shaft > clutch C > S4 + H3 (= turbine speed)

2. Turbine shaft > PT2 > P2 > H2 > S3 > P3 > PT3 > clutch D > PT4 (= output shaft > transfer case …}

Clutch D connects PT3 to PT4 (= output shaft)

7th gear

i =0.84

Power flow in 8th gear – activated shift elements: A, E, D

1. Clutch E blocks power transmission in RS3

2. Turbine shaft > PT2 > P2 > H2 > RS3 (blocking mode) > clutch D > PT4 (= output shaft > transfer case …)

Clutch D connects PT3 to PT4 (= output shaft)

8thgear

i = 0.67

Power flow in reverse gear – activated shift elements: A, B, D

1. Clutch D connects PT3 to PT4 (= output shaft)

2. Turbine shaft > PT2 > P2 > H2 > S3 > P3 > PT3 > clutch D > PT4 (= output shaft > transfer case …)

H3 is permanently connected to S4. S4 drives P4 in the opposite direction of rotation to that of the engine.

Gears P4 roll against fixed gear H4 and rotate PT4 in the opposite direction of rotation to that of the engine and at the specified ratio.

Reverse gear

i = 3.32

32

Sectional view of 0BK gearbox

Torque converter centring

shaft – when installing the

gearbox make sure that

the torque converter cen-

tring shaft mates exactly

with the crankshaft.

When installing the

gearbox make sure that

both fitting sleeves for

centring the gearbox are

fitted.ATF pump – twin-stroke vane pump

33

457_064


Self-locking centre differential with asymmetric/

dynamic torque split

Refer to SSP 429, page 22 ff., and SSP 363

34

Oil system/lubrication/sealing of 0BK gearbox

There are two versions of the oil system in the 0BK gearbox:

1. Separate oil systems

The oil chambers (oil systems) of the transfer case and front axle

differential are separate. The gearbox has a total of three separate

oil systems (oil chambers) filled with different types of oil:

ATF oil system for the planetary gearbox, the hydrau-

lic control unit and the torque converter

Oil system for the transfer case (gear oil with

STURACO1))

Oil system for the front axle drive (gear oil without

STURACO1))

This double shaft seal and the seal-

ing disc separate the ATF oil system

from the transfer case oil system.

The oil drain port is located on the

left-hand side of the gearbox level

with the shaft seal (see Fig.

457_066 on page 22).

Sealing disc

Transfer case breather

Gear oil filler and level check-

ing screw for transfer case

Gear oil drain screw

(for transfer case)

Aluminium ATF pan

(refer to SSP 385, page 32 ff.)

ATF filler and level checking screw

Side shaft housing tube


Side shaft housing tube

Oil is supplied to the ATF oil system by a highly efficient vane pump

(see "ATF pump" on page 25).

The transfer case oil pump provides controlled and reliable lubrica-

tion of all bearings and gears in the transfer case. This design

allows highly efficient lubrication with a minimal oil level. Churn-

ing losses are significantly reduced and foaming of the oil is mini-

mised.

This design was adopted for the first time for the 09E gearbox and

differs only slightly in the 0BK gearbox. The functional principle is

described in greater detail in SSP 283, page 70 ff.

This double shaft seal separates

the oil system of the front axle dif-

ferential from the transfer case oil

system.

Oil drain port directly below

(not shown here, see Fig.

457_073 on page 45)

35

457_037

457_038

457_036

Front axle differential breather2)

(only in gearboxes with separate

oil systems)

The ATF system ventilates into the

converter bell housing via ducts

inside the gearcase.

1) STURACO is an oil additive which reduces excessive

stresses within the centre differential and thus helps

to enhance ride comfort.

Pay attention to correct allocation of gear oils as per

the part numbers in the Electronic Parts Catalogue

(ETKA).

2) In gearboxes with a common oil system, the front axle

differential is vented through the transfer case vent.

There is no longer a breather on the front axle differ-

ential.

Axle oil filling and check

screw

2. Common oil system

To provide better cooling of the front axle differential, the oil

chambers (oil systems) of the transfer case and front axle differen-

tial are interconnected and form a common oil system. The gear-

box has a total of two oil systems containing two different types of

oil:

ATF system for the planetary gearbox, the hydraulic

control unit and the torque converter

An oil system for the transfer case and the front axle

differential (gear oil with STURACO1))

The 0BK gearbox with common oil system is only used

in combination with high-output engines (4.0 V8 TFSI

and 6.3 W12 FSI).

This gearbox can also be fitted out with a gearbox oil

cooler if required (depending on power output and

country).

For further information and notes on the common oil system,

refer to page 36.

Side shaft housing/tube

The oil chambers of the front axle drive

and transfer case are interconnected by

the side shaft tube. The transfer case oil

pump circulates the oil.

36

Gear oil system (common oil system)

To provide better cooling of the front axle differential, the oil

chambers (oil systems) of the transfer case and the front axle

differential are interconnected and form a common oil system.

The oil pump in the transfer case provides efficient and reliable

lubrication of the transfer case and conveys cooler gear oil to the

front axle drive.

This design was adopted for the first time for the 09E gearbox and

differs only slightly in the 0BL gearbox. The functional principle is

described in greater detail in SSP 283, page 70 ff.

Basically, the 0BL gearbox has only two oil systems - an oil system

filled with ATF and an oil system filled with gear oil (axle oil).

457_055

Oil system/lubrication/sealing of 0BL gearbox

ATF system for the planetary gearbox, the hydraulic

control unit and the torque converter

Gear oil system for the transfer case and the front axle

differential (gear oil with STURACO1))

Oil is supplied to the ATF oil system by a highly efficient vane

pump (see "ATF pump" on page 25).

This double shaft seal and the

sealing disc separate the ATF oil

system from the transfer case oil

system.

The oil drain port is located on the

left-hand side of the gearbox level

with the shaft seal (see Fig.

457_066 on page 23).

ATF system ventilation,

see Fig. 457_038 on page 35.

The front axle differential is ventilated

through the transfer case breather via the

side shaft housing tube.

Sealing disc

Transfer case breather

ATF filler and level check-

ing screw

Side shaft

housing tube

Axle oil filling and

check screw

Gear oil drain screw

(for transfer case)

Aluminium ATF pan

(refer to SSP 385, page 32 ff.)


Gear oil filler and level checking

screw for transfer case

Oil return line from front axle differential to transfer case

via the housing tube (without shaft oil seal)

Note

Because of the common oil system, there is a special procedure for filling and checking the gear oil in the front axle differ-

ential and transfer case. Different levels are possible depending on the driving situation.

When checking the oil level, therefore, the oil level must always be adjusted at both check-points.

Refer to the Workshop Manual.

!

37

457_056

457_057

Common oil system – gear oil circuit

Pressurised oil chamber

The oil conveyed by the oil pump initially flows into the

pressurised oil chamber.

Here it is channelled to the transfer case lubrication points and

to the front axle differential (see SSP 283, page 70 ff.).

Supply line

Oil pump

Return lineIntake oil chamber

Position of oil drain port,

see Fig. 457_066

on page 23

Return line from front

axle differential

Oil pump drive

Supply line to front axle

differential

Pressurised oil chamber

Intake oil chamber

Connecting tube

No additional gear oil cooling is needed for the current

engine version.

To keep the temperature level low enough, it is sufficient

to combine both oil systems (transfer case and front axle

differential) and circulate the oil.

For this reason, an integrated connecting tube is used in

place of a gearbox oil cooler.

Gear oil circuit – function

The oil pump is driven by the side shaft and runs only when the

vehicle is travelling (see sectional view of gearbox 457_064 on

page 32 and 457_066 on page 23). The intake oil chamber is

intelligently separated off from the other part of the transfer case

oil chamber. The oil circulated into the intake oil chamber by the

intermediate drive sprocket. Here it collects, settles and cools

before being drawn in by the oil pump and pumped into the oil

chamber. From the pressurised oil chamber, the oil is distributed

in a controlled fashion to the bearings and gearing of the transfer

case. A portion of the oil is conveyed through a duct to the front

axle differential (supply line).

A portion of this oil is, in turn, channelled to the front axle differ-

ential, while the other portion is returned to the intake oil cham-

ber via the connecting tube. From here, it is pumped back into the

circulation system.

The oil pumped into the front axle differential is recirculated via

the side shaft housing tube (see Fig. 457_055). The oil also trans-

fers heat from the front axle differential to the transfer case. The

oil temperature drops here because the transfer case is not sub-

jected to as much thermal stress.

38

The air conditioner and gearbox control unit indicate their heating

requirements to the engine control unit via CAN bus. This informa-

tion, together with the engine heating requirements, is then

weighted, prioritised and used to generate activation signals for

the ITM components (valves and controls).

By way of example, the function and design of the gearbox heat-

ing and cooling system are discussed here in combination with the

4.2l V8 FSI engine. Other engine combinations differ from one

another. Refer to "ATF cooling - 0BL gearbox"

(4.2l V8 TDI engine) on page 40.

For further information on the ITM system, refer to SSP 456.

The gearbox cooling system is a part of the Innovative Thermal

Management system – or ITM for short.

The aim of the Innovative Thermal Management system is to

improve fuel economy by shortening the warm-up phase of the

engine and gearbox.

The "Heat Manager" – a newly developed software module in the

engine control unit – provides optimal distribution of the heat gen-

erated by the engine within the engine cooling circuits (engine

heating) to the air conditioning system (interior heating) and to

the gearbox (gearbox heating).

6

54

3

2

1

457_040

G694

N509

V51

V50

N82

G62

N488

7

Innovative Thermal Management (ITM)

Function diagram – coolant system of Audi A8 ’10 with 4.2l V8

FSI engine and 0BK gearbox

Gearbox heating/gearbox cooling – V8 FSI engine

Heater heat exchanger Heater heat exchanger, rear

ATF heat exchanger

Radiator

G62 Coolant temperature sender

G694 Engine temperature control temperature sender

N82 Coolant shutoff valve (activated by Climatronic J255)

N488 Gearbox coolant valve (activated by engine control unit J623)

N509 Gearbox cooling valve (activated by gearbox control unit J217)

V50 Coolant circulation pump (activated by Climatronic J255)

V511) Coolant run-on pump (activated by engine control unit J623)

1 Crankcase breather heater

2 Heat exchanger for engine oil cooling

3 Alternator

4 Coolant pump

5 Coolant thermostat (F265 map-controlled engine cooling thermostat)

6 Coolant expansion tank

7 Coolant shutoff valve (vacuum controlled) is activated by cylinder head

coolant valve N489, which, in turn, is activated by engine control unit J623

1) V51 runs in ATF cooling and after-cooling modes

39

Gearbox heating function

(Fig. 357_041)

Initial situation – engine/gearbox cold

The gearbox control unit signals its heating requirements to the

engine control unit 1) (the objective is to heat up the ATF as quickly

as possible). The engine first tries to heat up as quickly as possi-

ble. Solenoid valves N509 (energised) and N488 (deenergised) are

closed.

N488 is not opened (energised) until the engine has reached a pre-

determined target temperature. Warm coolant now flows from

the cylinder heads to the ATF heat exchanger. The ATF is heated.

1) The heating requirements of the air conditioning system

(interior heating) have the highest priority. In this case,

engine and gearbox heating are secondary.

457_042

457_041

N488

X

X

N509

V51

From the engine

(from the cylinder heads)

Return line to coolant

thermostat

(to engine)

ATF heat exchanger

View X

View XGearbox cooling function

(Fig. 357_042)

Initial situation – engine/gearbox at operating temperature

The gearbox heating phase ends when a defined ATF temperature

is exceeded and N488 is closed (turned off). If the ATF tempera-

ture continues to increase, N509 is opened (deenergised) and

cooled coolant flows from the radiator to the ATF heat exchanger.

If the ATF temperature rises to 96 °C, pump V51 is activated to

increase cooling capacity.

40

457_039

V50

N488

9

4

G62

7

1

3

1

G83

V400

2

N509

5

V51

7

8

6

G694

Function diagram – coolant system of Audi A8 ’10

with 4.2l V8 TDI engine and 0BL gearbox

Gearbox heating/gearbox cooling – V8 TDI engine

Heater heat exchanger, rearHeater heat exchanger

ATF heat exchanger

Radiator

G62 Coolant temperature sender

G83 Radiator outlet coolant temperature sender

G694 Engine temperature control temperature sender

N488 Gearbox coolant valve (activated by engine control unit J623)

N509 Gearbox cooling valve (activated by gearbox control unit J217)

V50 Coolant circulation pump (activated by Climatronic J255)

V511) Coolant run-on pump (activated by engine control unit J623)

V400 EGR cooler pump

1 Exhaust turbocharger

2 Heat exchanger for engine oil cooling

3 Alternator

4 Switchable coolant pump – vacuum controlled (by N492 coolant circuit

solenoid valve, activated by engine control unit J623)

5 Coolant thermostat (with F265 map-controlled engine cooling thermo-

stat)

6 Coolant expansion tank

7 Exhaust gas recirculation valve, cylinder bank 1/2

8 Exhaust gas recirculation cooler

9 Exhaust gas recirculation coolant thermostat

1) V51 runs in ATF cooling and after-cooling modes 2) applies to page 41 – The heating requirements of the air conditioning system

(interior heating) have the highest priority. In this case, engine and gearbox

heating are secondary.

41

457_058

N509

X

X

V51

N488

457_059

457_060

N509

V51

N488

457_061

Return line to coolant ther-

mostat (to engine)

from engine

(from coolant pump)

View X

Gearbox heating function

Initial situation – engine/gearbox cold

The gearbox control unit signals its heating requirements to the engine control unit 2)

(the objective is to heat up the ATF as quickly as possible).

The engine first tries to heat up as quickly as possible. Solenoid valves N509 (energised) and

N488 (not energised) are closed and coolant pump 4 (Fig. 457_039) is off (not shown).

Coolant pump 4 (Fig. 457_039) is not activated and N488 is not opened (energised) until the

engine has reached a predetermined target temperature. Warm coolant now flows from the

coolant thermostat and the coolant pump to the ATF heat exchanger via N488. The ATF is

heated.

Return line to coolant

thermostat (to engine)

ATF heat exchangerView X

Gearbox cooling function

Initial situation – engine/gearbox at operating temperature

The gearbox heating phase ends when a defined ATF temperature is exceeded. First of all,

N488 is closed (turned off). If the ATF temperature continues to increase, N509 is opened

(turned off) and cooled coolant flows from the radiator to the ATF heat exchanger.

If the ATF temperature rises to approx. 96 °C, pump V51 is activated to increase cooling

capacity.

42

The increased number of gears has drastically increased the com-

plexity of the clutch control mechanism. This means that an 8-2

downshift can be achieved in various ways. The shift schematic

shows the variety of possible shift sequences.

A major innovation contributing to improved gear selection is the

inclusion of route data from the navigation system.

This supplementary information, which provides the driver with a

view of the road ahead, makes possible an anticipatory shift strat-

egy with matching gear selection.

Refer to "Navigation-based gear selection", page 58 ff.

The neutral idle control, which minimises torque converter loss

when the vehicle is stationary (e.g. when waiting at traffic lights),

was previously introduced in the 0B6 gearbox (refer to SSP 385).

Thanks to systematic further development of the hardware and

software, the neutral idle control system in the 0BK and 0BL gear-

boxes sets new standards in terms of comfort and fuel economy

(refer to page 52).

To enable the mechatronics to perform these tasks in a highly

dynamic fashion, the electrical control unit has been fundamen-

tally reworked. The hydraulic control unit and the gearbox mecha-

nism have to be able to react to electrical commands very quickly.

In this case too, shift dynamics and control quality have been fur-

ther improved by enhancing component design.

457_053

457_062

Mechatronics – electro-hydraulic control system

The shift program selects a suitable shift sequence based on the

driver's reaction, driving situation and driving program. The aim is

to execute as direct a shift as possible (refer to page 28).

Mechatronics (E26/6)

ATF pump pressure

connection

Hydraulic control unit

Automatic gearbox control unit J217 (elec-

trical control unit)

Gearbox input speed sender

G182

Connector for vehicle

Intake port to

ATF pumpE module

Parking lock slide valve

Parking lock solenoid N486

Parking lock sender G747

ATF temperature sender G93

Connector/wiring harness for parking lock

solenoid N486 and pressure accumulator

solenoid N4851)

Hydraulic Impulse Storage1)

1)only available in combination with start-stop system

(refer to page 54)

43

N215

N218

N216

N233

N217

N371

N443

N88

457_063

Special care must be taken to ensure that the electronics

are protected against electrostatic discharge. Please follow

the guidelines and instructions given in SSP 284 (page 6)

and in the Workshop Manual.

Mechatronics (E26/6)

Wiring harness from vehicle

to E module

Connection for ATF suction

filter (for ATF pump)

Wiring harness from E module

to parking lock solenoid N486

(refer to page 48)

N88 Solenoid valve 1 (SV-Pos)

N215 Pressure regulating valve 1 (EPC-A)

N216 Pressure regulating valve 2 (EPC-B)

N217 Pressure regulating valve 3 (EPC-C)

N218 Pressure regulating valve 4 (EPC-D)

N233 Pressure regulating valve 5 (EPC-E)

N371 Pressure regulating valve 6 (EPC-LC)

N443 Pressure regulating valve 7 (EPC-Sys)

N486 Parking lock solenoid

Gearbox output speed sender

G195

To achieve high shift dynamics and a variety of shift sequences, a

separate electrical pressure regulating valve (EPC) is assigned to

each shift element.

Mechatronics/automatic gearbox control unit J217

The mechatronics are integrated into the immobiliser system,

which means that there is no hydro-mechanical limp-home func-

tion (see SSP 385, page 52 ff.).

Due to the special demands on and complexity of the self-diagnos-

tics, the 0BK and 0BL gearboxes have adopted the diagnostic data

description (to ASAM/ODX standard) which Audi used for the first

time in the 0B6 gearbox (refer to SSP 385, page 35).

Replacing the mechatronics

Care must be taken to ensure that the control unit and electronic

components are not damaged by electrostatic discharges when

replacing the mechatronics.

After a gearbox software update or after replacing the mechatron-

ics, the following points must be checked and carried out:

• Control unit coding (refer to page 63)

• Adaption of the gear indicator (refer to page 63)

• Adaption of the shift elements (refer to page 53)

Reference

For general information and notes on the mechatronics and the sensors, refer to Self-Study Programme 284 and 385.

44

Two types of electronic pressure regulating valve are fitted:

• EDC with rising characteristic – deenergised – no control pres-

sure (0 mA = 0 bar)

• EDC with falling characteristic – deenergised – maximum control

pressure (0 mA = approx. 5 bar)

Mechatronics – actuators

Pressure regulating valves, also referred to as EPCs (electric pres-

sure control valves), convert a control current to a hydraulic con-

trol pressure. They are activated by the gearbox control unit and

control the hydraulic valves (slide valves) belonging to the shift

elements.

457_070

457_068

457_067

457_069

Pressure regulating valves 1, 2, 4, 5, 6 (orange)

Pressure regulating valves – solenoid valves

1 N215 pressure regulating valve 1 – brake A

2 N216 pressure regulating valve 2 – brake B

4 N218 pressure regulating valve 4 – clutch D

5 N233 pressure regulating valve 5 – clutch E

6 N371 pressure regulating valve 6 – lockup

clutch

Pressure range 0 to 4.7 bar

Operating voltage 12 V

Resistance at 20 °C 5.05 ohms

Characteristic rising

3 N217 pressure regulating valve 3 – clutch C

7 N443 pressure regulating valve 7 – system

pressure

Pressure range 4.7 to 0 bar

Operating voltage 12 V

Resistance at 20 °C 5.05 ohms

Characteristic falling

Pressure regulating valves 3, 7 (white)

N88 is an electrically operated solenoid valve.

It is a so-called 3/2 valve, i.e. it has 3 terminals and

2 switching positions (open/close or on/off).

Solenoid valve 1 – N88 (black/brown)

Operating voltage < 16 V

Pick-up voltage > 6 V

Dropout voltage < 5 V

Resistance at 20 °C 11 ohms +/- 2 ohms

N88 is activated by the gearbox control unit and controls both the

position valve and the parking lock valve. The position valve

replaces the previous gear selector valve for selector lever cable

operated shift controls. The position valve regulates the system

pressure for the various clutches and brake control operations.

The parking lock valve controls the system pressure for the park-

ing lock slide valve. The parking lock slide valve operates the park-

ing lock - a task it has taken over from the selector lever cable.

The task of the parking lock slide valve is to disengage the parking

lock (refer to "Parking lock", page 48 ff.).

Parking lock

Neutral

Reverse gear

1st gear

2nd gear

3rd gear

4th gear

5th gear

6th gear

7th gear

8th gear

EPC-AN215

EPC-BN216

EPC-CN217

EPC-DN218

EPC-EN233

SV-PosN510

EPC-SysN443

Shift matrixShift elements/pressure regulating valves/solenoid valves

Pressure regulating valves/solenoid valve

1 active

0 not active (a low basic control current

is always present)

X active – control current is depending

on operating condition

1) apart from a small amount of residual torque,

brake B is open in neutral idle mode (refer to

page 52).

Brake closed

Clutch closed

EPC Electric pressure control valve

(pressure regulating valve)

SV Solenoid valve

45

Parking lock solenoid – N486 (green)

457_072

457_073

457_071

The parking lock solenoid N486 serves to hold of the

parking lock slide valve in the "parking lock disen-

gaged" position (refer to "Parking lock", page 48 ff.).

Operating voltage < 16 V

Pick-up voltage > 8 V

Resistance at 20 °C 25 ohms +/- 2 ohms

Hydraulic interfaces

Brake B1

Lockup clutch closed

from torque converter

to torque converter

Brake B2

Intake to ATF pump

Oil supply from ATF pump

Clutch D

Clutch C

Clutch E

Brake A

Cooling, brake B

Parking lock solenoid

N486

from cooler

to cooler

Connector for wiring harness to

parking lock solenoid N486

parking lock slide valve

Clutch E

Clutch C

Brake B1

Close lockup clutch

from torque converterBrake B2

to torque converter

Intake to ATF pump

Oil supply from ATF pump

from cooler

to cooler Parking lock

Cooling, brake B

Clutch D

Oil drain port for double shaft seal

(available only in the 0BK gearbox with separate oil system)

Brake A

46

To measure the temperature of the microprocessor (main proces-

sor of J217) as accurately as possible, a so-called substrate tem-

perature sensor is integrated into the substrate1) of the

semiconductor blocks.

1) "substrate" is the base ceramic of the semiconductor components or

microprocessor. The substrate temperature sensor is integrated directly in

the substrate adjacent to the microprocessor and measures the substrate

temperature directly in situ.

Due to the integration of the electronics into the (ATF-lubricated)

gearbox, it is very important to monitor the control unit tempera-

ture, i.e. the ATF temperature.

High temperatures have a significant impact on the service life and

performance of electronic components.

Temperatures over 120 °C shorten the service life of electronic

components in the control unit. At temperatures over 150 °C, it is

no longer possible to rule out damage to components, and hence

malfunctioning of the whole system.

To provide protection against overheating, countermeasures are

taken when predetermined threshold temperatures are exceeded.

The DSP (dynamic shift program) has separate programs specifi-

cally for this purpose (refer to SSP 284, page 41 Hotmode pro-

grams).

Monitoring of temperature in J217

Hotmode

Hotmode is subdivided into 3 stages:

Stage 1 > 124 °C substrate temperature

(126 °C ATF temperature, G93)

The shift points are adjusted to higher RPM using the DSP func-

tion. The operating range within which the lockup clutch is closed

is extended.



Engine torque is significantly reduced depending on the extent to

which the temperature continues to increase.



For protection against overheating of the control unit (associated

with malfunctioning and component damage), the power supply to

the solenoid valves is disconnected. The gearbox loses positive

engagement. A fault is stored in the event logger.

All temperature specifications refer to the software version valid

at the time of preparation of the SSP. The temperature specifica-

tions for other software versions can differ.

Monitoring of the oil temperature spectrum

The control unit J217 checks the current gearbox temperature

range at regular intervals using the gearbox oil (ATF) temperature

sender G93. The measurement data is stored. From this data it is

possible to determine the thermal load on the gearbox through-

out its life cycle. This is referred to as an oil temperature

spectrum2).

The oil temperature spectrum is used by the manufacturer for ana-

lysing component damage to the E module of the mechatronics.

2) A spectrum is a collection of measured data or readings of any size which

can be used for statistical evaluation by means of weighting and quantifi-

cation.

47

For further information on the functional principle of Hall sensors,

refer to SSP 268, page 34 ff.

Sensors G93, G182, G195 and G747 are integral to the E module.

The E module cannot be replaced separately. In the event of a fault

in one of the specified components, the complete mechatronics

must be replaced.

Mechatronics – sensors

Speed senders G182, G195 and the parking lock sender G747 are

configured as Hall sensors.

For information on the parking lock sender G747, refer to page 51.

For further information on the speed senders and the ATF temper-

ature sender G93, refer to SSP 283, page 16 ff.

457_075

Contrary to the information given in SSP 268, the gearbox input

speed sender G182 has an encoder wheel with a magnetic ring.

The encoder wheel is connected to planetary carrier 2.

G182 measures the rotational speed of the planetary carrier of the

second planetary gearset (PT2). Planetary carrier 2 is interlock-

ingly connected to the turbine shaft.

(turbine input speed = gearbox input speed).

The cylinder connecting the planetary carrier 1 to the ring gear 4 is

located above the magnetic ring encoder wheel. The cylinder is

made of a high-strength aluminium alloy. The material is there-

fore non-magnetic and the magnetic fields produced by the mag-

netic ring act upon the sensor G182 through the cylinder. Metal

swarf on the encoder wheel can affect the performance of the

encoder wheel to a greater or lesser extent.

The gearbox input speed sender G182 and the gearbox output

speed sender G195 are so-called intelligent sensors. They recog-

nise the direction of rotation and changes in the magnetic field

strength, and adapt the tolerances of the gap between the sensor

and the encoder wheel.

Gearbox input speed sender G182Gearbox output speed sender G195

Gearbox input speed sender G182 Gearbox output speed sender G195

48

N486

457_076

Parking lock

The parking lock in the new Audi A8 ’10 is electro-hydraulically

operated. The parking lock is controlled by the mechatronics.

It can be controlled either manually by the driver (using the shift

control) or automatically by the Auto P function (refer to page 16).

The parking lock mechanism in the gearbox derives from the previ-

ous mechanism.

The parking lock is engaged by spring force. It is electro-hydrauli-

cally operated and protected electromagnetically.

The following components engage, disengage and hold the

parking lock:

1. Engaging the parking lock:

• Parking lock spring

• Parking lock lever

• Linkage

• Conical slide valve with

spring

• Pawl

2. Disengaging the

parking lock:

• Solenoid valve N88

• Parking lock valve

• Parking lock slide valve

3. Holding the disengaged

parking lock:

• Parking lock solenoid N486

Pawl with spring

Parking lock gear

Linkage

N88

Parking lock lever with

spring

Conical slide

valve with

spring

Catch spring Parking lock engaged

(engine at standstill)

Depressurised (0 bar)

Control pressure (approx. 5 bar)

System pressure

(approx. 5 bar - 16.5 bar)

Parking lock valveParking lock slide valve

Piston

Catch hook

Locking element

Parking lock – function

Engaging the parking lock

If solenoid valve N88 and solenoid N486 are deenergised, the

parking lock is engaged (e.g. when the engine is turned off or when

gear P is selected - refer to "Auto P function" on page 16). The

parking lock valve moves into its normal position and the cylinder

chamber of the parking lock slide valve is depressurised and

evacuated.

When solenoid N486 is deenergised, the piston of N486 pushes

the catch springs apart. The catch hooks release the locking

element and hence also the parking lock slide valve.

The spring of the parking lock lever pushes the pawl into the

parking lock gear. The parking lock is engaged.

Disengaging the parking lock

Basically, the parking lock is disengaged by electro-hydraulic

activation of the parking lock slide valve. The hydraulic force is

several times greater than the spring force of the spring on the

parking lock lever. The necessary hydraulic pressure is produced by

the ATF pump.

Note: to disengage the parking lock, the engine must be run-

ning.

If the engine is not running, the parking lock can be disengaged

using the parking lock emergency release (refer to "Parking lock

emergency release", page 18 ff.).

49

457_077

N88

N486

N88

Disengaging the parking lock or parking lock disengaged

(engine running)

To disengage the parking lock, solenoid valve N88 and solenoid

N486 are energised. The control pressure of solenoid valve N88

acts on the parking lock valve. The slide valve moves into its work-

ing position and releases the system pressure to the parking lock

slide valve cylinder. The parking lock slide valve pulls the conical

slide valve out of the pawl, thus disengaging the parking lock.

As an additional safeguard against a possible drop in pressure, the

parking lock slide valve is locked in position using N486

(see next page).

Pawl with spring

Parking lock gear

Linkage

Control pressure

N88

If the solenoid N486 is ener-

gised, the piston is retracted.

The catch springs now return

to their normal position and

the catch hooks engage the

shoulder of the locking ele-

ment.

Disengage parking lock or parking lock

disengaged (engine at standstill)

System pressure Parking lock valve

Parking lock slide valve is

locked electromagnetically

Hold parking lock disengaged

(neutral holding position, engine at

standstill)

To keep the parking lock disengaged

after the engine has been turned off,

the selector lever must be moved into

N before turning off the engine

(refer to "shift-by-wire – functions/

operation", page 16 ff.).

The pressure in the system is reduced as described under "Engaging the parking lock" .

The solenoid N486 stays energised. The parking lock slide valve is now held in position by the

catch springs. This neutral holding position is maintained for a limited time only because it uses

up battery power (refer to "shift-by-wire – functions/operation", page 16 ff.

50

457_078

N486

Parking lock – limp-home functions

The purpose of the parking lock limp-home function is to prevent

unwanted engagement of the parking lock while driving should a

malfunction occur. Safeguards are provided for the following three

situations:

1. Failure of solenoid valve N88 or insufficient oil pressure

• the cylinder chamber of the parking lock slide valve depressu-

rises

• the parking lock slide valve is still locked electromechanically by

solenoid N486

• the parking lock stays disengaged

2. Failure of solenoid N486

• the parking lock slide valve is held in position by the hydraulic

pressure

• the parking lock stays disengaged

Parking lock – limp-home function

(interruption of the power supply to the mechatronics)


N88

deenergised

Pressure from clutch CDepressurised (0 bar)

System pressure

(approx. 5 bar – 16.5 bar)

max. system pressure Parking lock valve

N486 deenergised

Parking lock slide valve

Parking lock slide valve released

3. Interruption of the power supply to the mechatronics

(while driving)

If the power supply to the mechatronics is interrupted while driv-

ing, all electrically controlled functions of the gearbox will fail. In

this case, the gearbox does not have positive engagement for

power transmission.

As long as the engine is running, system pressure is provided by

the ATF pump. System pressure is fed to clutch C by means of a

hydraulic limp-home circuit. The parking lock valve is connected to

the pressure duct leading to clutch C. Clutch pressure C is exerted

upon the annular face of the valve piston.

The parking lock valve is pushed into its working position against

the pressure of the spring, and system pressure is admitted to the

cylinder chamber of the parking lock slide valve. The parking lock

stays disengaged.

If the engine is turned off, the pressure in the system drops and

the parking lock is engaged by the force of the spring exerted upon

the parking lock lever. The limp-home circuit is designed such that

clutch C, i.e. the parking lock system, stays depressurised when the

engine is restarted. The parking lock stays disengaged

51

The P sensor determines/recognises the following positions:

P engaged —> intermediate position —> P not engaged.

The intermediate position does not normally exist during opera-

tion and is defined as a fault after a predetermined filtering time.

The parking lock sender G747 has the following tasks:

1. Monitoring the proper functioning of the parking lock

2. Start enabling in P (the sensor signal is directly converted to a

P/N signal by the gearbox control unit)

3. Display in dash panel insert "Gearbox in position P"

4. Display in dash panel insert when parking lock emergency

release is actuated


The position of the parking lock is monitored by the gearbox con-

trol unit using a sensor - the parking lock sender G747.

G747 is comprised of two Hall sensors. The Hall sensors are oper-

ated by a permanent magnet on the parking lock lever.

457_094

Gearbox input speed sender G182


Permanent magnet

Linkage with conical slide valve for

actuating the parking lock

Parking lock lever

If G747 fails or is faulty (e.g. intermediate position), this has

following effects:

• Fault message in dash panel insert

• The system pressure is set to maximum (to ensure that the

parking lock slide valve has maximum power)

• The engagement of the parking lock is not indicated in the dash

panel insert (even if it is engaged).Information regarding point 3, page 50:

First of all, clutch C or clutch E has to be activated so that the

limp-home circuit (described under point 3) is functional. This is

the case with one of the eight forward gears (refer to "Shift

matrix" on page 28).

If the power supply is interrupted while the selector is in position R

or N, the parking lock is engaged unless either of the two clutches

has previously been activated as described above.

52

The neutral idle control was introduced in an early version of the

0B6 gearbox (refer to SSP 385). Thanks to systematic further

development of the hardware and software, the second genera-

tion of the neutral idle control (in the 0BK and 0BL gearboxes) sets

new standards in terms of comfort and fuel economy.

In addition to reducing the converter residual torque, response to

positive engagement has been improved.

The neutral idle control can be activated and deactivated by means

of encoding (refer to page 63).

The neutral idle control system is also referred to as NIC.

Functions – neutral idle

The neutral idle control significantly improves fuel economy in city

traffic. This is achieved by interrupting the transmission of con-

verter loss torque when the engine is idling, when driving for-

wards, when the vehicle is stationary and when the foot brake is

applied.Engine idling torque is reduced to a minimum, e.g. when

waiting at traffic lights. In addition to the advantages in terms of

fuel efficiency at engine idle, both acoustics and ride comfort are

improved. As there is less load on the engine, it runs more

smoothly and quietly. Reducing torque to a small residual amount

keeps brake pedal force to a minimum.

The neutral idle control is implemented in the 0BK and 0BL gear-

boxes by opening brake B. Opening brake B interrupts the trans-

mission of multiplying torque to ring gear 1. The torque is diverted

to brake B .

Brake B is operated with slip in neutral idle mode. Brake B is spe-

cially rated for continuous duty in neutral idle mode. It is also

cooled in a controlled fashion when activated by the hydraulic unit.

457_081

Neutral idle control not activated

Torque converter housing/pump gear turn at

engine idling speed

Brakes A and B and clutch C are fully

engaged

Status: engine idling, forward gear (1st gear), vehicle stationary

Turbine shaft/

gearbox input shaft and

all other shafts are sta-

tionary

100 % slip in

converter

Gearbox output shaft stationary

Neutral idle control activated

Torque converter housing/pump gear

turning at engine idling speed

Brakes B in slip mode, clutch C and brake A are

fully engaged

approx. 10 % slip

in converter

Turbine shaft/

gearbox input shaft

turning at close to

engine idling speedStatus: engine idling speed, forward gear (1st gear), vehicle stationary

Note: all parts coloured black are stationary.

Gearbox output shaft stationary

Reference

The neutral idle control function is described in SSP 385, page 36 ff. Apart from minor changes in the values given, this

description also applies to the 0BK and 0BL gearboxes.

53

Functions – gearbox adaption

A detailed description of the gearbox adaption process can be

found in SSP 385, page 54 ff. and also applies to the 0BK and 0BL

gearboxes. The 0BK and 0BL gearboxes have the new data and

diagnostic log previously used in the 0B6 gearbox (refer to

SSP 385, page 35 and SSP 392, page 90). For this reason,

pages 61 and 64 concerning the reading and deleting of adaption

values are relevant to the 0BK and 0BL gearboxes.

To ensure good shift quality, it is necessary that the 5 shift ele-

ments (brakes A and B and clutches C,D and E) be correctly

adapted.

For example, the adaption values are deleted after a software

update is performed. In this case, an adaption cycle must be

carried out using the vehicle diagnostic tester. The exact proce-

dure is explained in the Guided Functions and Guided Fault Finding

and is self-explanatory.

Nothwithstanding the content of SSP 385, the adaption proce-

dures and adaption conditions are listed below in summary form

for the 0BK and 0BL gearboxes.

The following adaption procedures are used:

• Shift adaption (during an upshift or downshift)

Shift adaption is mainly used for quick adaption (start adaption).

• Slip adaption

• Pulse adaption (continuous adaption of the shift elements)

Quick adaption – slip adaption

(from an ATF temperature of 40 °C)2)

In neutral idle mode, brake B is additionally adapted by means of

slip adaption.

This adaption takes approx. 7 seconds.

The quick adaption and pulse adaption run concurrently.

This means that the corresponding adaption is carried out depend-

ing on which conditions are met first. As mentioned, this is the

quick adaption (limited to 4).

Quick adaption – shift adaption

(from an ATF temperature of 40 °C)2)

Brake A 6 —> 7 shift1)

Brake B 6 —> 5 rolling gearshift

Clutch C 2 —> 3 shift1)

Clutch D 3 —> 4 shift1)

Clutch E 1 —> 2 and 5 —> 6 shift1)

Pulse adaption

(ATF temperature 50 °C – 110 °C)2)

Brake A 6th gear selector cable, load: 80 – 180 Nm,

turbine speed 1200 – 2100 rpm

(charging pressure/quick charge time)

Brake B 7th gear selector cable, load: 80 – 180 Nm, turbine

speed 1200 – 2100 1/min (quick charge time only,

the charging pressure of brake B is adapted for roll-

ing gearshift 6 —> 5)

Clutch C 4th gear selector cable, load: 30 – 100 Nm, turbine

speed 1200 – 1700 rpm (charging pressure/quick

charge time)

Clutch D 3rd gear selector cable, load: 30 – 100 Nm, turbine


charge time)

Clutch E 7th gear selector cable, load: 80 – 180 Nm, turbine


charge time)

Result of adaption

The evaluation of shift quality is mandatory. The number of adap-

tions can be checked by referring to the corresponding measured

value (e.g. analysis 3 for the charging pressure adaption of brake

A). Each count should have a value of at least 3. The individual shift

elements can be adapted separately, if need be.

As a rule, no vehicle should be handed over to the customer if one

or more shift elements are not adapted.

1) With regard to upshifts, the shift elements can be adapted up to

four times by means of shift adaption at loads of up to 150 Nm.

2) The "general boundary conditions" must be observed. For fur-

ther information, refer to the description of the adaption proce-

dure in SSP 385.

54

The problem with start-stop operation:

When the engine is turned off, the oil supply in the gearbox shuts

down. The shift elements of each gear open and power transmis-

sion is interrupted. When the engine is started, the gearbox must

be positively engaged and thus ready for start up. In the case of

the eight-speed automatic gearbox, means that three shift ele-

ments have to be closed (refer to shift matrix).

The volume of oil delivered by the ATF pump at engine start-up is

not enough to pressurise the shift elements within the required

time and provide sufficient positive engagement.

In principle, the ATF pump could be configured so as to meet this

requirement. However, such a pump would incur totally unaccepta-

ble losses at low engine speeds.

For the first time in the V6 3.0 TDI, the start-stop function is used

in combination with an automatic gearbox.

The start-stop function represents a major challenge for the auto-

matic gearbox. In start-stop mode, the system has to be ready to

start up within an extremely short period of time. To ensure there

is no noticeable delay, the engine and automatic gearbox must be

ready for start-up after approx. 350 ms.

An automatic gearbox cannot meet this requirement unless it is

specially configured and the oil supply is modified accordingly.

457_083

457_082

Functions – start-stop system

Hydraulic Impulse Storage – HIS

Hydraulic connection Pressure accumulator solenoid

N485

16 ohms +/- 2 (at 20 °C)

Wiring harness to

mechatronics

The Hydraulic Impulse Storage system has an effective capacity of

approx. 100 cm3.

The solution – Hydraulic Impulse Storage (HIS)

A highly efficient solution to this problem is the so-called

"Hydraulic Impulse Storage" system (HIS).

The HIS is a special oil reservoir with an electromechanical locking

unit.

It provides torque-transmissible pressure to the shift elements

with a fraction of a second. The HIS ingeniously ensures the

start-up readiness of the gearbox within about 350 ms.

Start-up readiness with HIS

Start-up readiness without HIS

Engine start speed

System pressure with HIS

Pressure HIS

System pressure without HIS

barrpm

ms

Comparison of start-up readiness with and without Hydraulic Impulse Storage – HIS

55

457_084

457_085

Installation location/connections

The HIS is installed below oil level. The piston spring reservoir therefore can-

not run empty and always stays full when charged.

Oilway to mechatronics

Connection to mechatronics for the wiring

harnesses of the N485 and the N486

Design and function

The HIS comprises the piston spring oil reservoir system, an elec-

tromechanical locking unit (pressure accumulator solenoid N485)

and a one-way restrictor. The piston spring oil reservoir consists of

a piston, cylinder and steel spring. The task of solenoid N485 is to

keep the piston preloaded (N485 energised).

The piston spring oil reservoir is "charged" when the engine is run-

ning. When the engine is started, solenoid N485 is deenergised

and the oil stored in the reservoir is forced into the hydraulic con-

trol (discharged) by the force of the spring.

This means that the shift elements are subjected to oil pressure as

soon as the ATF pump begins to operate. The HIS thus assists the

ATF pump and enables the pressure to build up extremely quickly.

The pressures built up by the HIS system and by the ATF pump

overlap when the pump begins to deliver sufficient pressure. The

charging cycle of the piston oil reservoir begins at this moment. To

ensure that the charging cycle does not interfere with further pres-

sure build-up, the inlet to the piston spring oil reservoir is

restricted. This task is performed by the one-way restrictor. Never-

theless, the charging time of approx. 5 seconds (at 20 °C) is very

short and does not interfere with start-stop operation.

Spring

Pressure accumulator solenoid

N485

Locking

mechanism Cylinder

Piston

One-way

restrictor

Hydraulic connectionPiston spring oil reservoir

Connector

An empty Hydraulic Impulse Storage system

56

457_087

457_088

457_101

Start-stop mode

The piston is pushed against the pressure of the spring.

N485 energised

System pressure

Start of charging (engine operation)

When the engine is running, the piston spring oil reservoir is

charged through the restrictor orifice (charged). Charging time is

approx. 5 seconds.

The piston moves over the ball locking mechanism.

N485 energised

Gap

The piston is moved all the way to the left during the charging

cycle. The armature of the holding magnet is moved into the end

position necessary for locking and the gap is overcome1). The balls

are pushed outwards to lock the piston and the solenoid N485 can

now hold the armature so that the piston remains locked in place.

The HIS system is now ready for the engine to stop.

Armature

HIS fully charged, piston is at stop

N485 energised

57

457_089

457_090

HIS fully charged, piston locked

N485 energised

HIS is charged (engine at standstill)

When the engine is turned off, both the system pressure and the

pressure within the HIS decrease. The oil in the HIS system is

depressurised.

The piston is now held in place by the ball locking mechanism.

Piston unlocked, HIS is evacuatedN485 deenergised

HIS is discharged (engine start phase)

When the engine is started, the piston is unlocked by switching off

the holding current. The piston forces the oil into the hydraulic

shift element control unit.

The one-way restrictor opens, providing a large cross-section.

1) The magnetic field produced by solenoid N485 is not strong enough to

attract the armature against the pressure of the spring. When the piston

pushes the armature to the far left (Fig. 457_101), the magnetic force is

strong enough to hold the armature by itself.

58

Stepped upshifting when exiting the corner

The purpose of this function is to avoid multiple upshifts after cor-

nering. Depending on the sportiness factor, the gears are held for

longer in order to avoid unwanted upshifts in quick succession

(refer to page 60).

Limitation/reduction of driver type assessment in built-up areas

If the vehicle is driven in a very sporty style outside of built-up

areas, DSP reacts accordingly and the driver assessment program

computes a high sportiness factor.

This, in turn, results in unwanted high shift speeds when entering

a built-up area, since it usually takes a certain amount of time until

the sportiness factor decreases again. If the system knows that the

vehicle is entering a built-up area, the sportiness factor can be

reduced quickly. This avoids unnecessarily high engine speeds

within built-up areas.

The following functions are executed by the gearbox

control unit:

Anticipatory upshift prevention ahead of a corner

When the driver takes his foot off the accelerator ahead of the cor-

ner, the DSP shift program usually performs an upshift. An antici-

patory assessment of the corner curvature and a knowledge of the

distance to the relevant corner allows unwanted upshifts to be

suppressed. Depending on the driving situation and the route fur-

ther ahead, the gear is maintained or a corresponding gear is

selected (refer to page 60).

Active downshifting before/in the corner

When braking ahead of the corner, an anticipatory calculation of

the maximum cornering speed and the "ideal" gear allows the

gearbox to actively downshift into a suitable gear before the cor-

ner (and not in the corner) (refer to page 60).

In addition to enhancing ride comfort by reducing the number of

gearshifts, driving dynamics are also better because the "ideal

gear" is already pre-selected when accelerating out of the corner.

This innovation is a logical and useful enhancement of the previous

dynamic shift program (DSP). Shift frequency is significantly

reduced, particularly when driving economically, because it pre-

vents unnecessary upshifts before corners.

The navigation-based gear selection is one of a series of "naviga-

tion-based vehicle assistance" functions. For further information on

this subject, refer to SSP 456.

In the technical jargon, this system is referred to as "PSD" (predic-

tive route data).

An innovation contributing to improved gear selection strategy is

the inclusion of route data from the navigation system.

In the Audi A8 ’10 the navigation system provides detailed infor-

mation on the road immediately ahead of the vehicle. The gearbox

control unit utilises the information on the geometry of corners

ahead of the vehicle (curvature, curve length etc.) and whether the

vehicle is driving within or outside of built-up areas.

This preview of the road ahead of the vehicle allows a significant

reduction in shift frequency, e.g. when cornering. Another aim is to

calculate the "ideal gear" when cornering or when accelerating out

of a corner.

457_092457_093

A B C D

Functions – navigation-based gear selection

Limitation/reduction of driver type assessment in built-up areas

Stepped increase in

sportiness factor

High sportiness

factor

Low sportiness factor

A Driving outside built-up area with high sportiness factor

B Entering built-up area and quick reduction in sportiness factor

(approx. 7 s)

C Driving in built-up area with a reduced sportiness factor

D Leaving built-up area. Cancelation of limitation on sportiness

and increase in sportiness factor depending on driving style

59

457_091

A

B

Possibilities of navigation-based gear selection

There are certain prerequisites for the accuracy of gear selection.

Firstly, the quality of the route data is decisive. Secondly, it is

important to factor in how well the road ahead of the vehicle or

the predetermined route matches the actual route travelled

(reliably detected route, probable route).

Quality of route data

The route data is not 100% reliable. This is because the data is not

100% accurate. For example, the curvature of corners (curve

radius, apex, distances) is not always specified accurately enough.

Another factor is the up-to-dateness of data. This means that the

route has changed in the course of time and no longer corre-

sponds to the route data.

Schematic diagram of the predictable route in active route guidance mode

("predictive route tree")

B) The driver drives with-

out route guidance.

the nearest turnoff

probable route in active

route guidance mode

(blue route)

reliably detected route

(no turnoff on route)

The points represent the route

with data for navigation-based

gear selection. These are

routes more or less curved

corners.

A) The driver drives with

route guidance and follows

the recommended route.

X

y

Reliably detected route – probable route

The navigation-based gear selection program evaluates how relia-

bly the actual route is predictable. A distinction is made between a

"reliably detected route" and a "probable route".

Navigation-based gear selection is available even if the route guid-

ance function has not been activated. An active route guidance sys-

tem does not, however, enhance the performance of navigation-

based gear selection.

A reliably detected route is characterised in that the section of the

route does not have a turnoff option. The route is therefore dis-

tinct and the calculated gear selections correspond to the curva-

tures ahead of the vehicle.

A probable route is characterised in that other routing options

(e.g. a turnoff) are available within the anticipated range.

If the route guidance system is active, a route which the driver will

very probably take is mapped out. The recommended route com-

prises sections of reliably detected route and sections of probable

route.

re A) in Fig. 457_091

If the route guidance system is active, the route recommended by

the navigation system becomes a "probable route". In this case,

gear selections are based on the route data for the recommended

route. When the route guidance system is active, it is not abso-

lutely certain that the driver will stick to the recommended route.

For this reason, active downshifts are only performed under heavy

braking.

re B) in Fig. 457_091

If the route guidance system is not active, the turnoffs along the

route are taken into account. In this case, gear selection is based

on the route with the greatest curvature (or a straight). This means

that if the driver turns off in direction x, gear selection would be

the same as if the driver were to go in direction y.

60

The functions and driving situations are illustrated on the basis

of an exemplary route. Gear selection and shift frequency are

compared with a vehicle with and without navigation-based gear

selection.

Navigation-based gear selection – functional example

10. The driver continues to accelerate and

the gears are selected according to the

route ahead.

Shift frequency DSP with route data

Shift frequency DSP without route data

Gear is held

Gear is held

5.The driver accelerates

out of the corner.

4.The vehicle continues to slow

down.

6.The driver takes his foot off

the accelerator ahead of the

next corner

3.The driver brakes

ahead of the corner.

re 1. (upshift prevention ahead of a corner)

The gearbox control unit has detected a corner ahead and its

geometry and can compute from this information the "ideal gear

selection". In this way, unnecessary gearshifts are suppressed.

re 2. (holding gear)

The gearbox control unit holds the gear since the geometry of the

next curve is already known and an upshift would not make sense

(upshift prevention).

re 3 - 5. (active downshifting, holding gear)

The maximum cornering speed and the "ideal gear" (third gear in

this case) have already been computed. If the brake is applied

accordingly, the gearbox shifts down into thirdgear ahead of the

corner. This gear can be held while cornering and is available as an

ideal gear for accelerating out of the corner.

61

457_103

9.The driver accelerates out of the corner.

8.The driver negotiates the corner using little accelera-

tion.

re 10. (stepped upshifting)

The gearbox control unit recognises that the vehicle has been driv-

ing in a straight line for a time. The gearbox is now prevented from

shifting up too quickly. This prevents unwanted downshifts when

the driver presses the accelerator.

Navigation-based gear selection is currently available in Europe

only.

Navigation-based gear selection can be activated and deacti-

vated by means of the control unit encoding function (refer to

page 63).

2.The corner is approaching and the driver

eases his foot further off the accelerator

until the vehicle is coasting.

7.The driver brakes ahead of the corner.

1.The initial situation is a winding route: after a corner,

the driver accelerates into fourth gear before the

next corner. The driver sees that a right-hand corner

is next and eases his foot off the accelerator.

re 5 - 9. (active downshifting, holding gear)

The knowledge that another tight corner is coming up prevents the

gearbox from shifting up on the straight.

The next corner is much tighter, so the vehicle has to negotiate the

corner more slowly.

The gearbox control unit now computes that second gear is the

ideal gear and shifts down into this gear ahead of the corner.

An unwanted downshift directly in the corner is prevented.

This gear can be held while cornering and is already available as an

ideal gear for accelerating out of the corner.

62

System malfunctioning or protective functions of the gearbox are

indicated in the dash panel insert by means of a warning lamp

(gearbox fault icon) and as textual driver information. The follow-

ing warnings and information can be displayed.

Functions – displays/warnings

Display 1

Icon This message appears in the event of faults which the driver might not even notice

because the gearbox control unit is able to use utilise a substitute signal (substitute

program). The fault has little or no affect on performance. The purpose of the warn-

ing is to prompt the driver to take the vehicle to authorised workshop at the next

opportunity.

Text Gearbox malfunction:

You may continue driving

Display 2

Icon When this message is displayed, the gearbox has activated an emergency limp-

home program, which holds the gear until either neutral is selected or the engine is

turned off. There is no drive when the gear is reselected or when the engine is

restarted.Text Gearbox malfunction:

you can continue driving in D only

Display 3

Icon This message indicates a system fault in which the gearbox can only select certain

gears or cannot select any gears at all (a defined gear is held). Vehicle operation can

be very limited (e.g. no drive-away on gradients, limited acceleration and speed).Text Gearbox malfunction:

you can continue driving (limited

functionality)

Display 4

Icon This message indicates a system fault in which the gearbox can only select certain

gears or cannot select any gears at all (a defined gear is held). Vehicle operation can

be very limited (e.g. no drive-away on gradients). Reversing is not possible because

the gearbox cannot select reverse.Text Gearbox malfunction:

no reverse gear (you can continue

driving)

Display 5

Icon This driver information appears when the parking lock emergency release is actu-

ated. Neutral position "N" is also indicated.

Text Vehicle may roll! Cannot shift to P.

Please apply parking brake.

Display 6

Icon without icon (with warning tone) This driver information appears together with a warning tone if P is not selected

after turning off the ignition.Text Vehicle may roll.

Selector lever not in P.

63

Functions – special feature of adaptive cruise control (ACC) mode

To maximise drive-away comfort in ACC mode, the gearbox only

shifts down into second gear when the vehicle stops. The vehicle

then drives away in second gear. This provides a softer start

without any need for shifting gear.

As of a defined gradient, the gearbox shifts down into first gear.

The vehicle then drives away in first gear, so full traction is

available.

In the gearbox control unit, the following functions can be acti-

vated and deactivated by encoding:

Functions – encoding the automatic gearbox control unit J217

1st digit Country/variant code 1 = RoW, 2 = USA

2nd digit Neutral idle control 1 = active, 0 = not active

3rd digit Automatic upshift before

engine cut-out RPM 1 = active, 0 = not active

4th digit tiptronic function in D/S 1 = active, 0 = not active

5th digit unassigned

6th digit Navigation-based

gear selection 1 = active, 0 = not active

6-digit code: X X X X X X

6. 5. 4. 3. 2. 1.

Note: The control unit must be encoded using the Software

Version Management system.

In the gearbox control unit, the adaption function can be used to

select whether the actual gear is to be indicated additionally to

gears D and S in the dash panel insert. The gear indicator is always

active in tiptronic mode.

The gear indicator can be activated and deactivated separately for

gears D and S. The gear indicator is active in RoW-spec vehicles and

inactive in US-spec vehicles. After replacing the mechatronics or

after a software update, a check must be made for correct adap-

tion of the gear indicator.

Gearboxes 0BK and 0BL do not have a hydro-mechanical limp-

home function. This means that no drive is available if no voltage is

present (refer to page 43). The limp-home programs and substi-

tute programs have been updated to state of the art and ensure a

high degree of availability in case of fault.

Functions – adapting the gear indicator Functions – limp-home programs and substitute programs

Towing

If a vehicle with an 0BK or 0BL gearbox has to be towed, Audi's

usual restrictions for automatic gearboxes must be observed:

• Actuate the parking lock emergency release device.

• Do not exceed the maximum towing speed of 50 kph.

• Do not exceed the maximum towing distance of 50 km.

• The vehicle must not be towed with the front or rear axle raised

off the ground.

Reasons:

When the engine is at standstill, the oil pump is not driven and

there is no flow of lubricant to certain parts of the gearbox. If the

towing conditions are not adhered to, severe gearbox damage can

result.

Note: note the other descriptions and information on tow-starting

and towing in the Owner's Manual.

Important

To permanently unlock the parking lock for towing the vehicle, the parking lock emergency release device must be

actuated. Failure to do so will result in engagement of the parking lock while travelling. The parking lock cannot engage at

speeds over 7 kph (for mechanical reasons), but will suffer mechanical damage (refer to page 50).!

64

Rear axle drive 0BC/0BF/0BE

457_097

457_098

Conventional rear axle drive/sport differential

All engine versions except the 4.2l TDI engine and S models are

equipped as standard with the conventional rear axle differential

0BC. The 0BF sport differential, first used in the Audi S4 in early

2009, is optional.

Vehicles with the 4.2l TDI engine come as standard with sport

differential 0BE. A major new feature of the sport differential is

that the four-wheel drive control unit J492 interfaces with the

FlexRay data bus. This gives much better performance in every

respect. The J492 obtains all the relevant current information on

vehicle dynamics from the sensor electronics control unit J849 via

the FlexRay data bus (refer to SSP 458 and SSP 459).

Sport differential with start-up function

The sport differential in the Audi A8 ’10 will be enhanced with a

special start-up function from week 32/2010 onwards (date of

manufacture). Additional drive torque will be directed to the wheel

able to transmit the highest drive torque. If the rear left wheel

starts to spin at drive-away, drive torque to the right (stationary)

wheel is increased by activating the right speed modulation unit.

Rear axle drive 0BC

(up to 700 Nm)

Rear axle drive 0BF/sport differential

(up to 700 Nm)

65

Rear axle drive 0BE/sport differential

The 4.2l TDI engine features the new 0BE sport differential.

It is identical to sport differential 0BF in terms of its function and

design. The 0BF has also adopted the left and right speed modula-

tion units, as well as the electro-hydraulic control unit.

To handle the high torque produced by the 4.2l TDI engine

(800 Nm), the components of the drive pinion set, crown wheel,

drive pinion, differential, bearing and all housing parts have been

uprated. As a result, the 0BE gearbox is about 45 mm wider than

the 0BF gearbox.

You can learn more about the sport differential from the following

four Audi iTV programmes:

Audi quattro with sport differential 0BF Part 1

Contents: How it works, driving dynamics and the sport differen-

tial, Operation, working principle and function


Contents: Design and function

Oil systems and electro-hydraulic control unit


Contents: Repairing the sport differential


Contents: Working and testing with the vehicle diagnostic tester

In addition to these four programmes, you will find further infor-

mation in the answers to the Frequently Asked Questions of each

programme.

Other programmes will be made if the current scope of repair

work is extended.

457_099

Rear axle drive 0BE/sport differential

(up to 1000 Nm), for 4.2 TDI only (standard)

66

Intelligent torque distribution

The Audi A8 ’10 will come equipped with the new "intelligent

torque distribution" system from Q3 2010 onwards.

Intelligent torque distribution is an enhanced version of the cur-

rent EPC function (electronic differential lock). Unlike the EPC sys-

tem, the electronic transverse lock is active when cornering and

intervenes before critical slip occurs at the wheels.

For this purpose, the control unit computes the load taken off the

wheels on the inside of the corner and the load on the wheels on

the outside of the corner when cornering. This calculation is essen-

tially based on the measurement data acquired by the steering

angle sensors and the transverse acceleration sensors. The ESP

control unit uses this information to determine the ideal brake

pressure for the wheels on the inside of the corner.

Intelligent torque distribution - how it works/function

A multiplying torque is produced when cornering by controlled

braking of the wheels on the inside of the corner. As a result, addi-

tional drive torque is directed to the wheels on the outside of the

corner. Cornering traction is significantly better. The vehicle is

capable for higher cornering speeds and handles with greater pre-

cision. Likewise, this greatly improves agility when steering into

corners and during steering manoeuvres.

As mentioned, the system reacts to the change in wheel load and

not to wheel slip. The necessary brake pressure of

5 - 15 bar is relatively low, minimising brake load and material

stress.

The intelligent torque distribution system offers driving dynamics

of the highest order with a minimum of system complexity and

high ride comfort.

Vehicles with the 0BC standard rear axle drive have intelligent

torque distribution on the front and rear axles. In vehicles with a

sport differential, intelligent torque distribution is effective only

on the front axle.

Basic principles

Basically, driving physics dictate that the maximum transmissible

drive torque becomes greater with increasing transverse accelera-

tion at the wheels on the outside of the corner, while decreasing to

the same extent at the inner wheels.

That is due to the effect of centrifugal force acting on the vehicle's

centre of gravity and its line of action towards the outside of the

corner. This results in what is known as "roll torque", which is

exerted on the wheels. This toll torque reduces the load on the

wheels on the inside of the corner and increases the load on the

wheels on the outside of the corner. Consequently, the wheels on

the inside of the corner are not able to transmit as much torque as

the wheels on the outside of the corner.

The open axle differentials distribute drive torque at a ratio of 1:1

to both wheels on an axle. If the maximum transmissible torque at

the driven wheel on the inside of the corner decreases, therefore,

the wheel on the outside of the corner will only be able to trans-

mit the same amount of torque – even though the greater effec-

tive wheel load would theoretically allow it to transmit

considerably more drive torque.

If the wheel on the inside of the corner loses drive torque, the

entire powertrain will lose drive torque.

67

457_104

457_109

457_108

457_107

457_106

457_105

Self-Study Programmes relevant to the Audi A8 ’10

This Self-Study Programme summarises all the information you

need to know about power transmission in the Audi A8 ’10. For

further information about the Audi A8 ’10, refer to the following

Self-Study Programmes.

SSP 456 Audi A8 ’10

- Body

- Passive/active safety

- Engine

- Suspension system

- Electrical system/air conditioning/infotainment

Order number: A10.5S00.60.20

SSP 458 Audi A8 ’10 Suspension system

- Front axle/rear axle

- adaptive air suspension

- Dynamic steering

- Brake system


SSP 459 Audi A8 ’10 Onboard power supply and networking

- Topology

- FlexRay

- Light system

- LED headlight


SSP 460 Audi A8 ’10 Convenience electronics and Audi tracking

assist

- Control unit with display in dash panel insert J285

- Convenience system control unit J393

- Background lighting

- Audi tracking assist


SSP 461 Audi A8 ’10 Driver assistance systems

- New image processing system

- Camera control unit J852

- Intelligent light system with navigation assistance

- Image processing control unit J851

- Functions of the ACC Stop & Go image processing system


SSP 462 Audi A8 ’10 Night vision assist

- Functions of the night vision assist system

- System operation and displays

- System components

- System overview

- Diagnostic functions and system calibration


Audi Vorsprung durch Technik

AudiService Training

Audi A8 ’10 Power Transmission

Eight-speed Automatic Gearboxes 0BK and 0BLRear Axle Drives 0BF and 0BE – Sport Differential

All rights reserved. Technical

specifications subject to change

without notice.

Copyright

AUDI AG

I/VK-35

[email protected]

AUDI AG

D-85045 Ingolstadt

Technical status: 11/09

Printed in Germany

A10.5S00.61.20

Self-Study Programme 457

45

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